Chapter 6 Environmental Assessment

w2i49R-if 9',3a*l 'w--- E507

Public Disclosure Authorized 4' UMWVRAT S ORT PROJECT(MUTP

t' O OULIDA ENVIR TAL AS ES Public Disclosure Authorized

A R A ,Ij B A \ j 2 ,, lai' ' ' -- ' Fta Public Disclosure Authorized

ANU /7~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~7 Public Disclosure Authorized

S f b.'~slY''iia _ _ ,,.,

MumbaiUrban TransportProject EnvironmentalAssessment

TABLEOF CONTENTS

Sr.No. Details Page Number Executive Summary Chapter 1 - Introduction 1.1 Background 1-1 1.2 Transport Sector In Mumbai 1-1 1.3 Comprehensive transport strategy 1-4 1.4 Environmental Assessment 1-5 1.5 Structure Of The Report 1-10

Chapter2 - Policy,Legal And AdministrativeFramework 2.1 Legal framework 2-1 2.1.1 Central Government And State Government Environmental 2-1 Regulations 2.1.2 Central Government Regulations Related To Vehicular Pollution 2-1

2.2 Existing Policies And Trends 2-3 2.3 World Bank Policies 2-8 2.4 Existing Administrative Framework 2-8 2.4.1 Apex Organisations 2-9 2.4.2 Project Implementation Organisations 2-10 2.4.3 Transportation Service Organizations 2-13 2.4.4 Enforcement Organizations 2-13 Chapter3 - ENVIRONMENTALBASELINE STATUS

3.1 Baseline data 3-1 3.2 Environmental Status Of MCGM 3-2 3.2.1 Landuse 3-2 3.2.2 Climate And Meteorology 3-2 3.2.3 Ambient Air Quality 3-4 3.2.3.1 National Ambient Air Quality Standards 3-4 3.2.3.2 Primary Baseline Ambient Air Quality Monitoring 3-6 3.2.3.3 Air Monitoring By Municipal Corporation Of Greater 3-6 Mumbai (MCGM) 3.2.3.4 Statistical Study by EMC, Mumbai on MCGM Data 3-11 3.2.3.5 Ambient Air Monitoring by NEERI 3-13 3.2.3.6 Salient Features Of URBAIR Study 3-13 3.2.3.7 Overall Conclusions 3-14 3.2.4 Noise Quality 3-20 3.2.5 Ecological Status 3-21 3.2.6 Socio-economic characteristics 3-24 Chapter 4- SECTORAL ENVIRONMENTAL ASSESSMENT 4.1 Background 4-1 4.2 Comprehensive Transport Strategy (CTS) 4-2

i MumbaiUrban TransportProject EnvironmentalAssessment

4.3 Sectoral Strategy Options 4-5 4.3.1 Do Minimum Or Minimum Intervention 4-5 4.3.2 Public Transport Or Rail Investment Option 4-6 4.3.3 Public Transport + Demand Management 4-7 4.3.4 Road Investment 4-9

4.4 Environmental Assessment 4-10 4.5 Sectoral Level Environmental Assessment 4-10 4.6 SLEA methodology 4-12 4.7 Environmental Evaluation of Sectoral Strategic Options 4-14 4.7.1 Air Quality Impacts 4-14 4. 7.2 Noise Impacts 4-18 4. 7.3 Ecological Impacts 4-21 4.7.4 Social Impact (Limited to Displacement Of People) 4-22 4.7.5 Impact on Transportation Service 4-23 4.8 Selection of the Best Option 4-25 4.8.1 Decision Matrix Method 4-25 4.8.2 Maximum number of favourable indicators 4-26 4.8.3 Estimated _ Concentration 4-26 4.9 Transport Developments Since 1998 4-33 4.10 Environmental Impacts of flyovers - sectoral perspective 4-34 4.11 MUTP: Investment Program 4-34

Chapter 5 - PROJECTDESCRIPTION 5.1 Description Of Investment Project: MUTP 5-1 5.1.1 Introduction 5-1 5.1.2 Rail Projects 5-5 5.1.3 Road Projects 5-9 5.1.4 Administrative Framework for Implementing MUTP 5-14

Chapter 6 - Environmental Assessment 6.1 PLEA/ MLEA Methodology and Screening Rationale 6-1 6.1.1 Environmental Assessment 6-1 6.1.2 Screening Methodology 6-2 6.1.3 Results of Screening 6-4 6.1.4 MLEA/ PLEA Methodology 6-4 6.2 Environmental impact 6-6 6.2.1 Environmertal impacts of major projects 6-6 6.3 Programmatic Level Environmental Assessment 6-16 Chapter 7- Environmental Management Plan 7.1 Introduction 7-1 7.2 Sectoral Level Environmental Mitigation And Management Plan 7-5 7.2.1 Sectoral Level Environmental Impacts 7-5 7.2.2 Sectoral EMP 7-6 7.2.3 Sectoral Level Monitoring 7-6 7.3 PROJECT Level Environmental Mitigation And Management Plan 7-14 7.3.1 Summary of Environmental Impacts/lssues 7-14

ii MumbaiUrban Transport Project EnvironmentalAssessment

7.3.2 Environmental Mitigation Measures and Management Plans 7-14 7.3.3 Environmental Monitoring Plan 7-15 7.4 Institutional Setup, Coordination & Strengthening 7-16 7.4.1 Institutional Set-Up And Coordination 7-16 7.4.2 Reporting Requirements 7-17 7.4.3 Institutional Arrangements And Its Strengthening 7-20 7.5 Cost Estimates for Mitigative Measures and Monitoring 7-20 7.5.1 Cost Estimates for institutional capacity building 7-20 7.5.2 Cost estimat4esfor project specific EMP implementation 7-21 7.6 Contractual Agreement 7-22

Chapter8 - RESETTLEMENTAND REHABILITATION 8.1 Resettlement Action Plan 8-1 8.2 The Objectives 8-1 8.3 Resettlement Policy 8-1 8.4 Legal Framework 8-2 8.5 Definition Of Project Affected Households (PAH) 8-3 8.6 Rehabilitation Entitlements 8-3 8.7 Organizational Responsibilities 8-4 8.8 Two stage Resettlement Process 8-4 8.9 Grievance Redressal Mechanism 8-4 8-10 Site Specific Resettlement Implementation Plans (RIP) 8-4 8-11 Scale of Resettlement Required 8-5 8-12 R & R Implementation Schedule and the Present Status 8-6 8-13 Lessons Learnt 8-8 8-14 Costs And Budget 8-8

Chapter 9 - PUBLICINFORMATION AND CONSULTATION 9.1 Consultation During CTS (1994) 9-1 9.2 Consultation During Environmental Assessment (1997) 9-1 9.3 Consultation During R&R 9-1 9.4 Consultation On Updated EA 9-2 9.5 PUBLIC INFORMATION Centres 9-3 9.6 Proposed Consultation 9-3 9.7 Public Opinions, Concems And Responses 9-5

iii Mumbai Urban Transport Project Environmental Assessment

LIST OF TABLES

Table Description Page Number Number

2.1 Schedule For Implementation Of Vehicles Rules 2-3 2.2 Deadlines for Phasing out Old Vehicles 2-7

3.1 Analysis of Wind Pattern in Mumbai 3-4 3.2 National Ambient Air Quality Standards 3-5 3.3 Sectorwise Air Emission Load Of Greater Mumbai 3-6 3.4 Ambient Air Quality at Specific locations for last three years (1998 - 3-9 2001) 3.5 API for six areas in Greater Mumbai 3-10 3.6 Air Pollution Index Descriptor 3-10 3.7 Air Quality At traffic Intersections (1998 -2001) 3-11 3.8 Yearwise Regional Mean Values of pollutants for Greater Mumbai 3-12 3.9 Ambient Noise Quality (1997 -99) 3-20 3.10 Details of Natural Reserves 3-24

4.1 MMR: Population and Employment ('000) 4-1 4.2 MMR Private Vehicle Ownership 4-2 4.3 Peak Period Travel Demand 4-3 4.4 Projects under Do Minimum Option 4-5 4.5 Projects under Public transport option 4-7 4.6 Projects under Road Investment Option 4-9 4.7 Environmental Impact Indicators / Indices used in SEA 4-13 4.8 Comparison of Options based on absolute values of air pollutants 4-15 4.9 Comparison of options based on absolute values of traffic noise 4-19 indicatorsi 4.10 Comparison of options based on ecological impacts 4-22 4.11 Comparison of options based on R & R impacts 4-23 4.12 Comparison of Options based on Transport Service 4-24 4.13 Selection of Best Option for Island City through Decision Matrix 4-27 Method 4.14 Selection of Best Option for Western Suburb through Decision Matrix 4-28 Method. 4.15 Selection of Best Option for Eastern Suburb through Decision Matrix 4-29 Method 4.16 Selection of Best Option for Rest of MMR through Decision Matrix 4-30 Method. 4.17 Selection of Best Option for Entire MMR through Decision Matrix 4-31 Method 4.18 Best Option for the various regions based on the three selection 4-33 methods

5.1 MUTP: Status Of Implementation of Projects 5-13

iv Mumbai Urban Transport Project Environmental Assessment

6.1 List of Projects Selected for PLEA/ MLEA 6-1 6.2 Summary of Screening Steps 6-2

7.1 List of Projects Selected for PLEA/ MLEA 7-1 7.2(a) Sectoral EMP 7-9 7.2(b) Sectoral EMP Implementation Framework 7-11 7.3 Environmental Quality Monitoring 7-13 7.4(a) Summary of Impacts for Jogeshwari-Vikhroli Link Road Project 7-24 (JVLR) 7.4(b) Summary of Impacts for Borivali - Virar Quadrupling of Rail Lines 7-26 (BVQR) Project 7.4(c) Summary of Impacts for ROB AT VIKHROLI 7-27 7.4(d) Summary of Impacts for PEDESTRIAN SUBWAY AT CST 7-28 7.4(e) Summary of Impacts for Station Area Improvement Scheme (SATIS) 7-29 at Thane West 7.5 Environmental Management Plan for Jogeshwari-Vikhroli Link Road 7-30 7.6 Environmental Management Plan for Borivali - Virar Quadrupling of 7-37

_Rail Lines (BVQR) Project 7.7 Environmental Management Plan for ROB at Vikhroli 7-44 7.8 Environmental Management Plan for CST PEDESTRIAN SUBWAY 7-51 PROJECT 7.9 Environmental Management Plan for Station Area Improvement 7-56 Scheme (SATIS) at Thane West 7.10 Project Level Environmental Monitoring Plan - JVLR PROJECT 7-61 7.11 Project Level Environmental Monitoring Plan - BVQR PROJECT 7-64 7.12 Project Level Environmental Monitoring Plan - VIKHROLI ROB 7-66 'PROJECT 7.13 Project Level Environmental Monitoring Plan - (CST PEDESTRIAN 7-68 SUBWAY PROJECT) 7.14 Project Level Environmental Monitoring Plan - (SATIS) 7-70 7.15 Monitoring And Reporting Process 7-71 7.16 Roles/Responsibilities And Strengthening Of Institutions 7-73 7.17 Cost Estimated for Imparting Training (2001) 7-21 7.18 Cost estimation for EMP implementation for JVLR and BVQR sub- 7-23 projects 7.19 Overall cost estimates for MUTP sub-projects 7-24

8.1 Project Affected Households 8-5

9.1 Proposed time table for organizing public information and consultation 9-4 workshop for a cross section of the society 9.2 Proposed time table for organizing public information and consultation 9-5 workshop for a project affected people

v Mumbai Urban Transport Project Environmental Assessment

LIST OF FIGURES

Figure Description Page Number Number 1.1 Map of Mumbai Metropolitan Region 1-3 1.2 EnvironmentalAssessment Process 1-9

2.1 Institutional arrangement for Transport Related Environmental 2-11 management

3.1 LanduseMap of MMR 3-3 3.2(A) Air-monitoring locations before year 1999 in MCGM area 3-7 3.2 (B) Air monitoringLocations since Jan 2000 in MCGMarea 3-8 3.3 AnnualTrends of S02 in MCGMarea 3-15 3.4 AnnualTrends of NOx in MCGMarea 3-15 3.5 AnnualTrends of SPM in MCGMarea 3-16 3.6 Deviationof SO2 from regionalmean 3-16 3.7 Deviationof NOx from regionalmean 3-17 3.8 Deviationof SPMfrom regionalmean 3-17 3.9 Trendsof PollutantsOver the years 3-18 3.10 AnnualTrends of air pollutantsat Kalbadevi 3-18 3.11 AnnualTrends of air pollutantsat Parel 3-19 3.12 AnnualTrends of air pollutantsat Bandra 3-19 3.13 CoastalZone ManagementPlan for GreaterMumbai 3-22 3.14 Coastalwetlands, forests and naturalreserves ion MMR 3-23

4.1 MethodologyFollowed For FormulationOf CTS 4-4 4.2 Air QualityAssessment Methodology 4-16 4.3 Noise QualityAssessment Methodology 4-21

5.1 Map Of MUTPRail And RoadSub -projects 5-2 5.2 Map showingsub-projects in the IslandCity 5-3 5.3 Map showingsub-projects in the suburbsof GreaterMumbai 5-4 5.4 Organizationalstructure of PMU 5-16

6.1 Locationof Borivali- Virar railwaytracks 6-10 6.2 Locationof Jogeshwari- VikhroliLink 6-12 6.3 Landuse Around ROB at Vikhroli 6-17

7.1 EnvironmentalAssessment Process 7-4 7.2 InstitutionalMechanism For ImplementationOf EMP 7-19

vi Mumbai Urban Transport Project Environmental Assessment

LIST OF APPENDICES

Appendix Description Page Number Number 1.1 DocumentsReferred 1 2.1(A) EnvironmentalActs/Rules For VariousParameters 3 2.1 (B) Processof ObtainingEnvironmental Clearance 8 2.1(C) RecentSupreme Court Directivesand other legalissues related 9 too vehicular pollution. 3.1 Detailsof Demographic,Social, Economic and Environmental 10 Characteristicsbased on the baselinesurvey of 11760PAHs 4.1 SectoralLevel EnvironmentalAssessment (SLEA) methodology 12 4.2 EnvironmentalAssessment of Flyovers 35 4.3 SectoralEnvironmental Impacts of Flyovers 41 9.1 Photographsof Public Consultation 53

vii

MumbaiUrban Transport Project EnvironmentalAssessment

LIST OF ACRONYMS

BARC BhabhaAtomic Research Centre BEST BrihanMumbai Electrical Supply and Transportation Undertaking BMC BrihanMumbai Municipal Corporation BOT BuildOperate and Transfer

CBD Central BusinessDistrict CCF ChiefConservator of Forests CEMP CommunityEnvironmental Management Plan CIDCO Cityand IndustrialDevelopment Corporation CNG CompressedNatural Gas

CO CarbonMonoxide

CPCB Central PollutionControl Board

CR CentralRailway

CRZ CoastalRegulation Zone CST ChatrapatiShivaji Terminus

CTS ComprehensiveTransportation Strategy

DC DevelopmentControl

DCF Deputy Conservatorof Forest

DFO DivisionalForest Officer

DM DemandManagement

DoE Departmentof Environment

DPR DevelopmentPlan Report

EA EnvironmentalAssessment

EAC EnvironmentalAppraisal Committee

ED EnvironmentDepartment

EEH EasternExpress Highway

EIA EnvironmentImpact Assessment MumbaiUrban Transport Project EnvironmentalAssessment

EIRR EconomicInternal Rateof Return

EMC EnvironmentalManagement Committee

EMP EnvironmentalManagement Plan

EMS EnvironmentManagement Strategy

EMU ElectricMotivative Unit

FHWA FederalHighway Administration

GOI Governmentof India

GoM Governmentof Maharashtra

HTL High Tide Line

IBRD InternationalBank for Reconstructionand Development

IDA InternationalDevelopment Association lIP Indian Instituteof Petroleum

IMP IndependentMonitoring Panel

IR Indian Railways

JVLF JogeshwariVikhroli Link Road

KMC Kalyan MunicipalCorporation

LA LandAcquisition

LBS Lal BahadurShastri Marg

LPG LiquifiedPetroleum Gas

MCGM MunicipalCorporation of GreaterMumbai

MEIP MetropolitanEnvironmental Improvement Programme

MLEA Micro LevelEnvironmental Assessment

MMB MaharashtraMaritime Board MMR MumbaiMetropolitan Region

MMRDA Mumbai MetropolitanRegion DevelopmentAuthority

MoEF Ministry of Environmentand Forests

MPCB MaharashtraPollution Control Board

MRTDC MahashtraRoad Transport Development Corporation MumbaiUrban Transport Project EnvironmentalAssessment

MRVC MumbaiRailway Vikas Corporation

MSRDC MaharashtraState Road DevelopmentCorporation

MSRTC Maharashtra State Road TransportCorporation

MTP MetropolitanTransport Project

MUTP MumbaiUrban TransportProject

NAAQ NationalAmbient Air Quality

NCR NationalCapital Region

NGOs Non GovernmentalOrganisations

NMMC Navi MumbaiMunicipal Corporation

NMMT Navi MumbaiMunicipal Transport

NMTC Navi MumbaiTransport Corporation

NOC No ObjectionCertificate

NTDA New Town DevelopmentAuthority

PAH ProjectAffected Households

PAPs ProjectAffected Persons

PCCF PrincipalChief Conservatorof Forests

PIA ProjectImplementing Agencies

PLEA ProgrammaticLevel EnvironmentalAssessment

PMU ProjectManagement Unit

PRO Public RelationOfficer

PT PublicTransport

PUC PollutionUnder Control

PWD PublicWorks Department

R & R Resettlementand Rehabilitation

RAP ResettlementAction Plan

RCI RailwayCrowding Index

RI Road Investment

RIP ResettlementImplementation Plan MIjmbai Urban Transport Project Environmental Assessment

ROB Road Over Bridge

ROW Right of Way

RPM RespirableParticulate Matter

RTO RegionalTransport Office

S V Road Swami VivekanandaRoad

SATIS StationArea Traffic ImprovementScheme

SCLR SantacruzChembur Link Road

SEA Sectoral EnvironmentalAss -sment

SPA Special PlanningAuthority

SPCBs State PollutionControl Boards

TCl Traffic CongestionIndex

TCS Tata ConsultancyServices

TDR Transfer of DevelopmentRights

TEI TransportEfficiency Index

TMC Thane MunicipalCorporation

TMT Thane MunicipalTransport Undertaking

TMU Traffic ManagementUnit

TNI Traffic Noise Index

TOR Terms of Reference

TPM Total ParticulateMatter

UDD Urban DevelopmentDepartment

UMC UlhasnagarMunicipal Corporation

WEH Western Express Highway

WR Western Railway EXECUTIVESUMMARY

MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

EXECUTIVESUMMARY

1.0 INTRODUCTION

Mumbai,over the last few decadeshas emergedas the financialand commercial capital of India. Mumbai'spopulation that was around4 million in 1961 has now reached 11.9million in 2001. The urbangrowth has spread beyond the boundariesof MunicipalCorporation of GreaterMumbai in the northern,north-eastern and eastern directionsto form MumbaiMetropolitan Region (MMR). Mumbai has an area of 438 sq. km and a populationof 11.9million. MMR has an area of 4354 sq. km and populationof about18 million. By 2011 MMRis expectedto havea populationof 22 million.MMR generates about 5% of nationalGDP and contributes to overone third of India's tax revenues. A map showingvarious sub-regionsof MMR is given in Map E-1.

Mumbaihas a uniquedistinction of satisfying88 % of its peak periodtravel demand throughpublic transport such as suburbantrains and buses. Of the remaining12% peaktravel demand, 5 % is metby taxis and7 % by privatevehicles. Althoughthese proportionsare estimatedto remainmore or lesssame until 2011 (with public transport sectorfalling from 88% to 85 %), the numberof public transporttrips in the peak periodwill rise substantially.In terms of publictransport, Mumbai is servedby two zonal railways the westernrailway (WR) and centralrailway (CR). The suburban railwayservices, which are in fact metropolitanservices in view of the frequencyand short distancesbetween stations, carry closeto 6 million passengersper day. Bus servicesare providedby Bombayelectric Suburban Transport (BEST), with 3000 buses,and undertake4.5 millionjourneys per day, of which approximately60 % are connectedwith railjourneys. Inthe roadtransport sector, the roadnetwork in Mumbai is predominantlyradial along the peninsulaand comprisesthree main corridors- Western Express Highway,Eastern ExpressHighway, and the Central corridor. Althoughtermed 'expressways', the roadsare essentiallyarterial roads and declinein standard as they approachand pass through the Island City. The number of registeredvehicles in MMRgrew from 521,000in 1985to 821,000in 1991. Private cars grewfrom 173,000to 366,000in 1991and the numberis expectedto doublein 2011. The travellingconditions, transport infrastructure, road traffic congestion,air quality,resettlement and rehabilitation,and institutionalframework are the some of the majorissues which require urgent attention in orderto improvethe transportsector managementin Mumbai.

MMRDAtherefore prepared a "ComprehensiveTransport Strategy (CTS)" in 1994, providinga strategicframework for the transportsector of MMR. The four strategic transportoptions identifiedunder the CTS study were subjectedto Environmental Assessment(EA). The environmentalassessments are carriedout accordingto World

1 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

MAP E-1 SUB-REGIONSOF MMR

MUMBAIURBAN TRANSPORT PROJECT ENVIRONMENTALASSESSMENT

< {IIWt \j \ i~~~~~~~~~~~~~~~SAOUAOOA

_;i. < \ WOI>SUU2 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Bank Operational Directivesand guidelines of the Ministry of Environment& Forests (MOEF),Government of India.

EA consists of Sectoral Level EnvironmentalAnalysis (SLEA), Programmatic Level Environmental Assessment (PLEA) and Micro-Level Environmental Assessment (MLEA). SLEA of the four transport options are carried out to determine the transportationstrategy for MMR, which would have minimum adverse environmental implications. Based on this strategysub-projects are selected for MUTP. PLEAs and MLEAs are carried out for these sub-projectsincluded in the recommendedstrategy. PLEAs are prepared for small generic sub projects, such as, flyovers, ROBs, Pedestrian subways, Station Area Traffic ImprovementsSchemes. MLEAs provide detailed analysis of the individual projects (identified under the strategic options) that are expectedto have significantenvironmental impacts.

2.0 TRANSPORTSCENARIO OF MMR * Populationof about 15 million in MMR generatedtotal peak hour passengertrips of 21,54,860in 1993. Out of this 88 % were performedby public transport and 7 % by privatevehicles and 5 % by taxis. * In 2011 a populationof nearly 22.5 million is projectedto generate peak hour trips of 32,60,431.Out of these 85 % will be by public transport, 9 % by privatevehicles and 6 % by Taxis. * The last two decades are characterisedby significant increase in private vehicle ownership. The populationgrowth in MMR in 1981-91was about 3% p.a. whereas the vehiculargrowth was 8.81 %. p.a. Private vehicleregistration increased by 3.45 times between 1976 and 1991 (from 1,08,146to 6,35,172vehicles). * Private vehicles registrationin MMR in 2011 is expected to be more than double the 1991 level (13,56,498 vehicles). Numberof vehicles per 1000 personsin MMR is expectedto increasefrom 44 in 1991 to 61.1 in 2011. Private vehicles are thus expected to grow at a rate of 4.95 percent per annum as against the population growth rate of 2.19 per cent per annum. * Road transport is considered to be a major contributorof air pollution and noise in an urban environment. As per the URBAIR' study of 1992, vehicular traffic contributes to about 54% of NOxemissions and 24% of PM10 emissions in Greater Mumbai. Also ambient air quality, particularlyin respect to PM10 and NOx exceed the National Ambient Air Quality Standards(NAAQS) in some areas. Noise levels along the roads have been found to be in the rangeof 65dB(A) and 85 dB(A). Both vehicularpollution and noise in GreaterMumbai have becomea cause of concern.

' UrbanAir QualityManagement Strategy in Asia,Greater Mumbai Report, World Bank Technical Paper No. 381 3 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

3.0 NEED FOR COMPREHENSIVETRANSPORTATION STRATEGY

In orderto deal withthe increasingtravel demand in an effectiveand financiallyand environmentallYsustainable manner, MMRDA prepared a long-termmulti-modal ComprehensiveTransport Strategy (CTS) 2 for the MMRin 1994.

The objectivesof sucha strategyare; * To ensureadequate levels of accessibilityin the expandingurban areas * To assisteconomic development of the region * To improvethe safetyrecord of transportsystem

Thedevelopment of the strategyconsidered the followingfactors: * Existinglanduse, demographic,economic/employment characteristics of the region. * Existingtransportation infrastructure and its level of adequacy/ inadequacyto meetthe currentand futuretransportation requirements. * Prospectsof future regionaldevelopment based on the growthpotential of sub regionsas envisagedat thatparticular time.

In order to meet the projectedtravel demand the CTS identifiedthe three strategic options. To facilitate comparisonwith the base level a 'Do minimum"option was also identified.(Instead of a commonlyused 'Do Nothing " option". These four options as identifiedby the CTS are as follows:

Do Minimum: This option contained all the committed railwayand road projectsas envisagedin 1993.

Public Transport(PT): In addition to all the committed projects of 'Do Minimum' option, this option contained many railway projects to increasethe capacityof rail transport.

Public Transportation: The option contained all the projects of 'Public Transport' option with Demand and demand management measures such as, cordon Management pricingand parkingcontrol in the IslandCity. (PT+DM)

Road Investment(RI): In this option, the emphasis was laid on road projects, which are expected to encourage private vehicle trips. The option also includedall the committed projects in "Do Minimum'option.

2~~~~~~~~~~~~~~~ ComprehensiveTransport Plan for MMR.Prepared by WSAtkins, July 1994. 4 Mumbai UrbanTransport Project ConsolidatedEnvironmental Assessment

Under each option. a number of investment sub projects were identified for implementationin MMR.

Based on the techno-economic analysis of the above options, and keeping in perspectivethe present and future transportationneeds of the region, the CTS study recommendeda transportationstrategy which emphasized:

* Service enhancementand capacity optimizationof the present railway system to addresspresent acute overcrowdingand future transportationneeds, and . Moderate investment in improving road network particularly in suburban east - west links and road based publictransportation system, and . Adoption of demand managementto promote public transportation and restrict privatevehicle demand on the road network,particularly in Island City.

Mumbai Urban Transport Project (MUTP) places emphasis on public transportation and relieving traffic congestionthrough a number of traffic managementtechniques. Thus, MUTP is in line with the strategictransport option recommendedby CTS study.

4. ENVIRONMENTALASSESSMENT

4.1 Environmental Assessment Process

CTS included environmentalassessment of strategic options in a limited way by consideringvehicular emission loads associatedwith each option. It did not include environmentalimpact assessmentof individualprojects and the associatedEMPs. It was therefore necessary to undertake environmentalassessment at the sector as well as project level accordingto the OP 4.01 of the World Bank. MMRDA undertook and completedsuch an exercisethrough consultantsin 1998.

As described earlier,the EA consists of: * Sectoral Level EnvironmentalAnalysis (SLEA) for the four strategic transport options for MMR identifiedas part of CTS. * ProgrammaticLevel Environmental Assessment (PLEA) of genericsub projects. * Micro-Level EnvironmentalAssessment (MLEA) for sub-projects likely to have significantadverse environmental impacts.

A flowchart of the entire process startingfrom developingthe CTS to EA is given in Figure E-1.

5 Mumbai Urban Transport Project ConsolidatedEnvironmental Assessment

FIGURE E-1 ENVIRONMENTALASSESSMENT PROCESS

ComprehensiveTransportation Study 4 strategicoptions 1. Do minimum 1994 2. Publictransport option 3. Publictransport + Demandmanagement 4. Road Investmentootion

SectoralLevel EnvironmentalAssessment (SLEA) Evaluation of strategic options with respect to the following environmental criteria 1996 - Traffic Analysis - Impact on Air, noise, social, ecological resources a transportation service quality

Selectionof strategic option (PT + DM)

Screeningof projectswith respect 1997 to potentialimpacts

Programmatic Level Micro-level Environmental Environmental Assessment (MLEA) Assessment (PLEA) - Subprojectsselected - road - Sub-projects selected: improvements, suburbanrailway 1998 ROBs, pedestrians subways subprojects - Analysis of traffic & transport - Impacton traffic, air, noise,water - Impact on air, noise,social and landuse,social and ecological ecologicalresources, landuse resources.

Preparation of updated and consolidated 2001 FEA Pand project specific EMPs

| DraflConsolidated EA---, Cosutaio

-6Z 001

6 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

4.2 SectoralLevel EnvironmentalAssessment (SLEA)

At the sector level, environmentalimpacts are seen as arising due to sectoral policies, programs, operations and regulations. SLEA with reference to MUTP therefore involves assessmentof environmentalimpacts of the transportationsector as a whole, i.e. the environmentalimpacts due to physical transportationactivities through road and rail, governmentpolicies and other traffic managementmeasures.

SLEA is carried out for the four strategic transportoptions for MMR described in the previous section. For the purpose of environmentalanalysis, MMR was divided into four sub regions - Island City, Westem Suburbs, Eastern Suburbs and the Rest of MMR. The four environmentalcomponents used for SLEAwere: * Air quality * Noise * Ecological * Social * TransportService indicators

4.2.1 ExistingEnvironmental Status The purpose of compilingthe baseline environmentalstatus is to providea basis for comparison of the changes in environmentalquality which may occur due to the implementationof individualtransportation improvement schemes/projects as well as the transportationstrategy as a whole. The data on baseline status of the above environmental components were collected and compiled from various existing sources, and was also supplemented by primary data collected at individual proposedsites.

Ambient Air Qualityand Noise Baseline ambient air and noise quality were monitored in detail in 1996 at several locations in the 4 sub-regions of MMR (Island city, Eastern suburbs, Westem suburbsand rest of MMR). Separate monitoringwas carried out as a part of Sectoral Level EnvironmentalAssessment (SLEA) and Programmaticand Micro-level EAs (PLEA and MLEA). Secondary baseline data for the years 1997 to 2000 was collected from various sources such as MCGM, NEERI etc. for the purpose of updatingthe earlier 1996 baselinestudies.

All above studies point out that S02, NOx are generally well below the National Ambient Air Quality Standards (NAAQS)at residentialand industrial locations. NOx levels however exceed the standardsat traffic intersections,as shown by monitoring done by MCGB. Also S02 and NOxlevels have not changedsignificantly since 1996 when ambientair quality was monitoredfor SLEA, MLEA and PLEApurposes.

All studies have shown that PM10 and SPM exceed the NAAQS at almost all residentialand industriallocations and also at traffic int- -sections.For both SPM and PM10, the highest values were observed in 1997 (except Parel). Since 1997 both 7 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

pollutantsshow a decreasingtrend, althoughthey continueto exceed the standards. It is clear, that a comprehensivestrategy is needed to bring levels of SPM and PM1o within NAAQS levels gradually over the years. Noise levels in Mumbai were observedto exceed the noise standards,particularly at traffic intersectionsand other public places.

Socio-economicCharacteristics

Socio-economicprofile of Mumbai is diverse. About 50 % of Mumbai's population have sought shelter in slums as squatters. A large number of these settlementsare located along railwaytracks, on public lands and lands that are designatedfor roads or road widening in the 'Master Plan". No transport project can therefore be implementedwithout confrontingthe problem of ProjectAffected Households(PAHs).

MMRDA has prepareda ResettlementAction Plan3 (RAP) for the PAHs to alleviate the adverse social impacts associatedwith the implementationof MUTP. In the first phase of MUTP about 19000 families are likely to be affected and will require settlement.

EcologY

The Arabian Sea surroundsthe Greater Mumbaiat the west and east boundaries. It is separated from the mainland by the Thane Creek and Bombay Harbour, which is open to the Arabian Sea on its south and is connectedat its northern extremityto the Ulhas River and Vasai Creek. The Vasai Creek forms the northem boundary of the city.

The coastal waters are polluted by the discharge of untreated effluent both of domestic and industrial origin. 90% of effluent comes from domestic sewage, whereas remaining 10% comes from industries. Several pollutants such as heavy metals and persistentchemicals, which are capable of being accumulatedin benthic fauna and flora, are discharged into coastal waters. The present situation not only affects the local ecosystembut also rendersthe coastal areas unfit for recreational purposes.

The coastal belts of MMR have abundant wetlands/mangroves exhibiting significant ecological diversity. Most of these wetlands have been used to create land for construction purposes and to site industriesaround Ghodbunder,Thane and New Mumbai areas. The wetlands are also used as garbage dumping grounds. These factors have led to the degradationof wetlands and mangrovesover a period of time.

3 ResettlementAction Plan, MMRDA,,August 2001 8 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

None of the MUTP projects except for a part of the alignment of Bhayander-Virar railway lines passes through areas which have sensitive ecological resources. This area has mangrovevegetation.

Land Use

The first Regionalplan for MMR was preparedin 1973. The existing picture of land use is however, different from what was envisagedin the plan, due to phenomenal growth of population and development in the region. The built up areas have considerablyincreased with massiveresidential growth in Vasai - Virar belt along the western corridor and at various towns along Mumbai-Pune corridor. The agriculture and forest lands have declined at faster rate than anticipatedin 1973.

Trafficand Transportation

In Greater Mumbai,traffic movementis mainly along the north-southdirection. The major transportationmodes are railwaysand road transport.

Railway service along the north-southrailway corridors is operated by Western and Central Railways.The Western Railway provides service from Churchgateto Virar and Central Railwayoperates trains from ChatrapatiShivaji Terminus (CST) to Karjat in south-eastand Kasarain north-east.

MMR has a suburban rail network catering to 6 million passengers per day. In addition to Railways, the public bus service is provided by BEST to 4.5 million passengerswith a fleet of about 3000 buses.

Traffic situation in MMR, particularlyin Greater Mumbaiis expectedto becomeworse as the vehicle ownershipin the area increasesat a rapid pace.

9 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

4.2.2 SLEA FINDINGS- ENVIRONMENTALEVALUATION OF STRATEGICOPTIONS

Ambient Air Quality: Comparisonof options based on absolute values of Air Pollutantsare given below. The values for PT+DM and the RI options are given below in Table E-1, as they give a representativerange:

Table E-1: Impactson AmbientAir Quality Region Parameters Base Options for year Year 2011 (1996) PT+ DM RI Island City CO (mg/Nm3 ) 5.33 0.7 1.04 3 SO2 (,g/Nm ) 49.72 35.01 45.23 NOx (pg/Nm3) 22.56 5.65 8.55 3 PM1o (pig/Nm) 1219.21 713.35 1011.15 Western Suburbs CO (mg/Nm3) 17.1 6.61 10.63 S02 (pg/Nm3) 25.61 37.54 56.79 NOx (jig/Nm3) 26.87 13.72 20.97

PM1o(pg/Nm3) 803.44 1191.66 1834.24 Eastern Suburbs CO (mg/Nm'3 17.57 5.49 13.7 S02 (pg/Nm3) 34.28 41.44 103.47 NOx (pg/Nm3) 37.34 17.07 42.98

PM1o(pg/Nm3) 965.36 1195.26 2993.28 Rest of MMR CO (mg/Nm3) 0.2 0.07 0.08 3 SO2 (pg/Nm) 11.78 14.37 18.41 NOx (gg/Nm) 8.23 3.91 4.79 PMiO(gg/Nm3) 214.16 244.54 312.81

The key findings are as follows:

* Baseline levels (1996 levels) of all pollutants except PM10 were well below the National Ambient Air Quality Standards(NAAQS). Baseline PM10 levels varied between 214.16 pug/m3 in Rest of MMRto 1219.2 pg/M3 in the Island City.

* Predicted PM10 levels (for year 2011) are found to decrease (as compared to baseline levels) in the Island City and increasein Eastern and Western Suburbs. All predicted PM,0 levels exceed the NAAQS. Levels in eastern and western suburbs will increase due to increase in vehicle kilometers, whereas it will decrease in the IslandCity due to reduced populationgrowth clubbed with traffic demandmanagement measures. . NOx, CO and Pb levels are predicted to decrease due to use of catalytic converters. In spite of substantial increase in vehicle kilometers, proportionate increase in pollution levels is not seen due to the fact that improved fuel (lead

10 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

free, low sulphur) and improved engines (with catalytic converters and compliancewith Euro II or Bharat II emissionstandards) have.been assumed. * SO2 levels were predictedto increasein the eastem and western suburbsdue to growth in population and traffic. The levels were predicted to decrease in the island city for the PT+DM option, as island city is already congested with little possibilityof populationand traffic growth. * It was concludedthat the PT+DM option performedbetter for the Island City and Rest of MMR and the PT option performed better in the eastern and western suburbs.

Noise levels: Comparison of options based on absolute values of Traffic Noise Indicators4 are given below in Table E-2

Table E-2: Traffic Noise Impacts Region Parameters Base Options for year Year 2011 (1996) PT+ DM RI IslandCity TNI (Day) 61.4 63.7 70.3 TNI (Night) .5 98.7 95.7 Western Suburbs TNI (Day) b i.7 71.1 70.4 TNI (Night) 86.4 96.3 93.8 Eastern Suburbs TNI (Day) 79 90.8 88.6 TNI (Night) 94.4 68.8 100 Rest of MMR TNI (Day) 30.4 50.1 44.0 TNI (Night) 60.3 27.7 80.2

The key findings are as follows: * Day time noise impactswere found to be lowerin island city under the PT+DM option. However,the same option gave rise to highernoise levels at night time. * In western suburbs,all the four options resultedin almost the same level of noise impacts duringthe day time. * Night time noise levels were predicted to be higher for the Public Transport Option. In eastern suburbs,all four options resultedin the same impacts for night time. * Thus in brief, none of the options perfor -a consistentlyfor the four sub-regions. Day time and night time TNI also showea conflictin favouringany single option.

4 TrafficNoise Indicator: TNI (Night)= % lengthof roadlinks in a sub regionexceeding night time standards,TNI (Day)=% length of roadlinks in a sub regionexceeding day time standards 11 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Ecology

Quantitativeanalysis of the ecologicalimpacts captured the following concepts:

* Damage to an ecological area due to a road/rail alignmentwill be proportional to the areacovered by road/railsegment in the ecologicallysensitive zone. * Damagewill be severeif the ecological area or system is of higher quality.

Ecological indicators for natural and man-made systems were used to estimate quantitative ecological impacts for making comparison of various transport options with respect to their ecological impacts. The ecological impact on each of the systems is measured by adding weighted areas of road/rail alignments traversing through the system, where weights represent the quality of the system. Thus ecological impact indicesfor the 2 systemscan be expressedas follows:

El (Natural) = El-1 = £ WniAj El (Man-Made)= EI-2 = ZWmjAj

Where: Wni = Weight associatednatural ecologicalsystem of class i Wmj = Weight associatedman-made ecological system of class i Ai = Total area of road/railalignment intercepted by natural system of i. category Aj = Total area of road/railalignment intercepted by man-madesystem of i. category

These predictedindices values are given in the Table E-3 given below:

Table E-3 Ecological Impacts

Region Ecological Impact Base Year Options for year 2011 Indicator (El) (1996) PT+ DM RI Do Minimum Public Transport IslandCity El-1 (NaturalSystem) 0 0 0.06 0 0 El-2(Man-Made) 0 0 0 0 Western El-1 (NaturalSystem) 0 0.076 0.047 0 0.076 Suburbs EI-2(Man-Made) 0.03 0 0 0.03 Eastern El-1 (NaturalSystem) 0 0.035 0.017 0.005 0.035 Suburbs EI-2 (Man-Made) 0 0.003 0 0 Rest of El-1 (NaturalSystem) 0 0.186 0.364 0.063 0.186 MMR EI-2(Man-Made) 0.26 0.490 0.2 0.26

In the Island City, ecologicalimpacts are not observed,as new transport projects are not proposed. Projects such as Borivali-Virarquadrupling of rail lines, under the PT and PT+DM options will have ecological impacts in the Eastern and Western 12 MumbaiUrban Transport Project Consolidated Environmental Assessment

Suburbs of Greater Mumbai. Option RI has the most severe impact on Rest of MMR as many new road projectsare proposedin sensitiveareas.

Socio-economicimpacts (Limited to Displacement Of People): Development of new rail or road links or widening roads in Mumbai invariably involves Projected Affected Households(PAHs). Minimising number of such PAHs should thereforebe one of the objectivesof selectingthe strategicoption.

Comparisonof options based on Rehabilitationand Resettlement(R&R) Impacts are given in the Table E-4 below:

Table E-4: Displacementof Households Region Parameters Base Year Options for year (1996) 2011 PT+ DM* Rl* Island City Number of Households0 0 0 displaced Western Number of Households0 5631 1752 Suburbs displaced Eastern Number of Households0 1010 7456 Suburbs displaced Rest of Number of Households0 6641 9483 MMR displaced I *The number of households displaced does not include the persons affected by the project on optimisationof harbourline.

The key findings are: * None of the options required displacement of people/householdsin the Island City. * In Western Suburbs,the numberof householdsrequired to be displaced(5631 households)was highestfor the PT and PT+DMoptions . In Eastern Suburbs, the RI option required the maximum displacement of households(7456 households) * In rest of MMR,the RI option followed by PT options requiredthe maximum displacements. 9483 and 6641 householdswere estimatedto be displacedby the RI and PT options respectively.

TransportationService

Three indices used to reflect impact of transportation options on transportation objectives were Road Traffic CongestionIndex (TCI), Railway Crowding Index (RCI) and RoadTransport EfficiencyIndex (TEI).

Road Traffic Congestion Index (TCI): TCI was designed to measure the level of service (V/C). Lowervalue of TCI indicatedlower congestionlevel on roads.

13 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Railway CrowdingIndex (RCI): RCI reflectedthe extent to which the crowding inside the trains would reduce undervarious options. Lower value of the index meant more reductionin crowdingand hence a betteroption.

TransportEfficiency Index (TEI): TEI captured the concept that vehicles operating close to their optimumspeeds will be fuel efficient and less polluting.TEI value close to 1 reflectedvehicles operatingefficiently at or near optimumspeeds.

The CTS model outputs were used to determine the above indices. The various indices calculatedfor the sub-regionsare given below in Table E-5.

TABLE E-5 COMPARISONOF OPTIONSBASED ON TRANSPORTSERVICE

Region Parameters Base Optionsfor year 2011 year PT+ DM* RI* Do PT (1996) Minimum ISLAND Traffic efficiency 0.47 0.54 0.50 0.48 0.48 CITY Index Traffic 13 6.9 7.7 12.5 12.8 CongestionIndex Railway crowding 2.186 1.078 2.186 2.186 1.078 index Westem Traffic efficiency 0.482 0.542 0.559 0.566 0.575 Suburbs Index I Traffic 16.9 13.86 9.2 12.33 12.33 CongestionIndex _ Railway crowding 2.278 1.368 2.278 2.278 1.368 index ______Eastern Traffic efficiency 0.32 0.49 0.52 0.48 0.49 Suburbs Index Traffic 74.3 16.88 13.3 20.66 16.88 CongestionIndex Railway crowding 1.736 1.568 1.736 1.736 1.568

______index Rest of Traffic efficiency 0.308 0.41 0.44 0.391 0.413 MMR Index I Traffic 81.46 12.86 12.45 14.54 13.83 CongestionIndex Railway crowding 1,.442 0.552 1.442 1.442 0.552 index | _

The key findings are:

• In Island City, PT+DM option performedbetter w.r.t TCI and RCI transport service indices. * In Western Suburbs, PT + DM performed better w.r.t TCI and RCI transport service indices. * In Eastern Suburbs, PT and PT + DM preformed better w.r.t. RCI transport service index.. * In Rest of MMR PT + DM performedbetter w.r.t. TCI and RCI, transport service indices. 14 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Selectionof the Best Optfon

As seen above, the various impacts associated with each option were evaluated using 13 indicators for 5 major impact areas - air, noise, ecology, social and transport.Since all indicatorvalues were not favourablefor any single option,various methods such as Decision Matrix Method, Maximum FavourableParameters and Estimated PM10 concentrationswere used to find the most suitable transport option for MMR.

A summaryof the results of SLEA using the above three selectionmethods is given in Table E-6 below. Overall 'Public Transport with Demand Management' emerged as the best option for Island City and MMR as a whole. For Westem and Eastern Suburbs, 'Public Transport' or 'Do Minimum' appeared to be the best options. 'Do Minimum' left much to be desired from the viewpoint of developingthe transport sector. Hence, the choice was narrowed down to 'Public Transport' and 'Public Transportwith DemandManagement'. Both these options had a commonset of projects, which laid emphasis on encouraging public transportation. Demand managementmeasures were importantto alleviate congestionand pollution levels in Island City. 'Public Transport with Demand Management'was recommended for implementationin MMR.

Table E-6 Best Optionfor the various regionsbased on the three selectionmethods

Region Maximum Number of Method of DecisionBased on PM10 FavorableIndicators Matrix Concentration Island City Public Transport + Public Transport + Public Transport + Demand DemandManagement DemandManagement Management.- Western Public Transport PublicTransport Public Transport Suburbs Eastern Do Minimum/PublicPublic Transport Do Minimum / Public Suburbs Transport Transport Rest of Public Transport + Public Transport + Public Transport + Demand MMR DemandManagement DemandManagement Management Total MMR Public Transport Public Transport + Public Transport + Demand DemandManagement jManagement

4.2.3 EnvironmentalImpacts of Projectsnot includedin MUTP

After the EA study was conducted, MSRDC plannedto construct 50 flyovers, out of which 30 have been constructed,and the rest are at various stages of construction. The flyovers have been mainly constructed or planned on highways of MMR - Western Express Highway, Eastern Express Highway, and Panvel Sion Highway. The purpose of the flyovers on Highways seems to facilitate uninterruptedflow of traffic in and out of MMR. In addition, a number of flyovers are planned or are at

15 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

different stages of constructionin the Island City, to relieve traffic congestion at the critical intersections.

MMRDA carried out a comprehensive study on flyovers5, which include environmental analysis as well. The study brought forth various environmental concerns associatedwith flyovers, which could have sectoralenvironmental impacts.

Analysis shows that these flyovers would have short term benefits in terms of reducing the travel time and improvementof local ambient air quality. However, in the long run with increasing private vehicle usage and absence of commensurate road capacity, congestion and related pollution problems may still persist. PT+DM will hence continueto be the best option.

5.0 PROJECT DESCRIPTION

The MumbaiUrban TransportProject (MUTP)has been formulated by selecting sub- projects that are subsets of the PT+DM options. The strategyfollowed in designing MUTP is as follows:

i. Placing high priority on investmentschemes aimed at promotingpublic transport particularlysuburban railways. ii. Developingroads and road over bridgesin suburbanareas and outlying areas of MMR to relieve road congestion. iii. Relieving automobile traffic congestion in the Island City through Demand Managementmeasures.

MUTP has identified a number of sub-projects to strengthen the suburban rail transport and road transportin Mumbai.These projectsare depicted in Map E-2 and are brieflydescribed below:

5.1 Rail Projects

MUTP places considerable emphasis on improving railway capacity in Mumbai. Various sub-projectsidentified under this componentare describedbelow:

i) Provision of Additional Pair of lines between Borivali and Bhavander (9.13 kms) & Bhavandarand Virar (16.87 kms)

The scope of the project includes laying of additionaltwo railway lines between Borivali-Bhayander and Bhayander- Virar with EMU car shed at Virar. This also includes constructionof an importantbridge of 2.00 length on Vasai creek. The

5 Traffic, Economicand EnvironmentalImpact Assessment of Flyoversin Mumbai,Tata ConsultancyServices, 2000. 16 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Map E-2 MUTP RAIL & ROAD PROJECTSIN GREATER MUMBAI

MUMBAIURBAN TRANSPORT PROJECT ENVIRONMENTALASSESSMENT

't N.__

-X,, >'17 -

17 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

project includes introducing 8 rakes of 9-car equivalent to increase the capacity on this line.

ii) Provision of 5thAnd 6thLine between Kurla and Thane

The scope of project includes laying of additionaltwo railway lines between Kurla and Thane over a length of 16 kms. The project includes introducing 11 rakes of 9-car equivalent by addition of this line. This will enhance the capacity of existing suburban system of Central Railway.

iii) Provisionof 5thLine betweenSantacruz and Borivali

The scope of project includes construction of 5th railway line between Santacruz to Borivali covering about 15 kms. Four addtional 9 car rakes or 12 car rakes service could be introduced on this line to enhance the capacity of suburban section of Western Railway.

iv) DC To AC Traction ConversionProiect (1500 V DC To 25000 V AC)

The project scope includes the conversion of DC to AC Traction so that the suburban trains in Mumbai would be converted to a traction of 25000 V AC from the present 1500 V DC. The project would involve the provision of 18 DC substations (5 substations on Western Railway and 13 sub-stations on Central Railway)in place of existing 69 DC sub-stations.

(v) Optimisationof Rail Operations

These works relate to 12 coach rake operations (instead of 9), better power supply and signalling.This will not have adverseenvironmental impacts.

5.2 Road Expansionand Traffic Component.

5.2.1 Road Wideningand ExpansionProiects i) Jogeshwari - Vikhroli Link Road (JVLR):

This is one of the East - West Link roads recommendedby several studies in the past to relieve the congestion on north - south corridors by providing efficient east west connection.At present it is a 2-lane carriagewaywhich is proposedfor upgradationto 3-lane dual carriagewaywith a central median.The total length of this link is 10.60 km.

ii) Santacruz- ChemburLink Road (SCLR)

The SCLR has been proposed under phase I of MUTP to correct east - west deficiencies in the road network, reduce the congestion on the north - south 18 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

corridors, and to alleviatethe problem of traffic congestionaround Kurla Station and surroundingareas. Its total length is 5.48 km connectingWEH to EEH.

5.2.2 Construction of ROB's

Construction of the ROBs is crucial for increasingthe frequency of suburban trains under the scheme of Optimisingof Western and Central Railways.

i) ROB at Jogeshwari(South) The proposed ROB, linking SV Road with the WEH will be new 2x3 lane bridge over the Westem Railway Lines near the JogeshwariRailway Station. This ROB will replacelevel crossingno. 24 & 25 on the Western Railway.

ii) ROB at Jogeshwari(North) The proposed ROB linkingSV road and WEH will be a new 2x2 lane bridge over the Western Railway line north of the Jogeshwari Railway Station. The ROB will replacelevel crossingsno. 26 & 27 on the Western Railway.

iii) ROB at Vikhroli The proposed ROB linking LBS Marg and EEH, is a new 2-lane bridge over the Central Railway Line- This ROB will replace the existing level crossing no. 14 nearthe Vikhroli RailwayStation.

5.2.3 Area Traffic Control

In order to reduce the delays and congestion and improve the traffic flows, an adaptive area control system has been designed for the Island City of Mumbai.The system will include state-of-theart computer controlled traffic signal system, vehicle detectors, data communication network and central control room facility. The computer controlledsystem will be supportedby junction improvements.

5.2.4 Pedestrian sub-ways and bridges

5.2.5 StationArea Traffic ImprovementScheme (SATIS)

To improve the pedestrian movements and general traffic circulation, SATIS are proposed at seven stations viz. Ghatkopar,Andheri, Borivali, Kurla, Malad, Chembur and Dadar Stations.

19 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

5.2.6 Other Proarams

The other programs identified under road components pertain to the institutional capacity building, improvingefficiency etc. These projects are not likely to impact the environmentdirectly, and therefore,are not discussedhere.

6.0 Project Level Environmental Assessment

6.1 Background

Apart from the sectoralenvironmental impacts individualsub-projects would have the localised environmental impacts at programmatic and micro levels. For this purpose, environmentalassessment of generic sub projects [Programmatic Level EnvironmentalAssessment (PLEA)] and detailedenvironmental assessment of major individualschemes [Micro Level EnvironmentalAssessment (MLEA)] is carried out.

6.2 Selection of ProjectsRequiring MLEAIPLEA

Environmental impacts of a project are determined by project activities and the surrounding environment. Thus, similarity in these features could allow the environmentalanalysis for one projectto be replicatedfor other projects in the same group. Thus, environmentalassessment (EA) can be conducted for only selected projects, which is called ProgrammaticLevel EnvironmentalAssessment (PLEA). However, in case of groups of sub-projects with varying environmental settings, impacts need to be assessed individuallyat micro level and hence can be titled as Micro Level EnvironmentalAssessment (MLEAs).

For selecting the projects under the above-mentionedtwo categories of PLEA and MLEA, a screeningmethod is used. For screeningpurpose, the following parameters are used:

* Sensitiveecological areas * Air and noise pollution * Specialphysical features which adds to aesthetics * The type of project activities

The screening methodology used six screens to identify a project from a group of projects for conductingEA. The first screening,removes the projectswith negligible environmental impacts from the selection process and distinguishes the projects which are amenableto PLEAor MLEA. The projects amenableto MLEA and PLEA were passed on to the second screeningtest. The second screen removed projects for which EA was conducted earlier, and the remainingprojects were passed on for the third level screening. From the third level onwards, projects with lesser potential for adverse impacts on specified environmental domains were systematically removed. This process of screening led to the selection of projects with higher 20 Mumbai UrbanTransport Project ConsolidatedEnvironmental Assessment

potentialfor adverseenvironmental impacts for conductingenvironmental analysis. The screeningmethodology initially subjectedthe projectsto stringentscreening tests, and at the last stage,screening was basedon subtlerissues, which required closerlook at the environmentalsettings of the project.

6.3 Projectsconsidered for MLEA/PLEA

The abovementioned screening methodology led to the selectionof sub-projectsfor PLEAand MLEA. Thesesub-projects along with the currentstatus of PLEA/MLEA are givenbelow in TableE-7.

21 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table E-7 List of ProjectsSelected for PLEA/MLEA

Sr.No.Name of the Project 1Typeof 1Status of EAiEMP EMP|Schedule of I |EA |Preparation Completion Rail Component 1 5th line between Santacruz and EMP These works are in an advanced Borivali stage of completion. Environmental audit and EMP 31/1/02 .______are to be completed. 5th and 6th lines between Kurla EMP These works are in an advanced and Thane stage of completion. Environmental audit and EMP 31/1/02 are to be completed. 3 Borivali-Virar Quadrupling of MLEA EA & EMP done in 1998. EMP 31/1/02 Lines being updated. i) Borivali Bhayander Rail line ii) Bhayander - Virar Rail line 4 Optimization on westem EMP/ PAH have been resettled in 31/1/02 Railway (including 12-car rakes CEMP permanent / transit on through lines) accommodation. CEMPs are being prepared for these resettlementsites. 5 Optimisation on Central Railway EMP/ (including 12-Car rakes on CEMP through lines) 6 Optimisation on Harbour line EMP/ CEMP 7 DC/AC conversion EMP Being Prepared 31/1/02

8 EMU coach re-manufacturing No EA Req. 9 Track machines No EA Req. 10 Technical Assistance No EA -- Req. _ Roads and Traffic Component 1 Jogeshwari-Vikhroli Link Road MLEA EA & EMP done in 1998. EMP 15/12/01 beingupdated. 2 Santacruz-Chembur link road MLEA EA I EMP Being prepared as a 31/12/01 part of the engineeringfeasibility study. I_IndependentReview of EMPs 31/1102 3 ROB at Jogeshwari (South) EMP Being done on the basis of 31/1/02 PLEAfor ROB at Vikhroli.

22 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table E-7 Cont. Sr.No. Name of the Project Type of Status of EAIEMP EMP Scheduleof EA Preparation Completion 4 ROB at Jogeshwari(North) EMP Being done on the basis of 31/1102 PLEAfor ROBat Vikhroli. 5 ROB at Vikhroli PLEA EA & EMPdone in 1998. EMP 31/1/02 beingupdated. _ 6 Dadar - Mahim One way system No EA - Req. . 7 Pedestriansubways and bridges EMP EA & EMPfor CST (', donein 31/3/02 1998. EMP for other subways beingdone on basisof CST- EA ; EMP. IndependentReview of EMPs 3014102 8 Station area traffic improvement EMP EA/EMP for Thane done in 31/3/02 schemes(SATE,) 1998. EMP for other SATIS being done on the basis of ThaneEA / EMP. IndependentReview of EMPs 30/4/02 9 Other traffic management No EA schemes Req. 10 Procurementof Buses No EA Req. 11 Environment-air quality No EA - monitoring Req. 12 Technical Assistance, studies No EA training Req.

6.4 MLEAIPLEAMethodology

6.4.1 MLEA

The Micro Level EnvironmentalAnalysis (MLEA) is carried out for those projects under MUTP, which required detailed environmentalanalysis. The detailed analysis was required as these projects have potentialto significantlyaffect the environment and could influence large areas, since these alignmentstraverse through a variety of environmentalsettings. These environmentalsettings include ecologically sensitive areas like mangroves, residential and commercial areas. Also, the projects are expected to change the traffic pattern in the areas near the alignments.Therefore, depending on the environmentalsetting, the projects could impact air, water, land and ecological resources.There could also be impacts on the residentialareas near the alignments.

The MLEA of the projects included the following analysis during construction and operation stages of the projects: * Impacton Traffic * Impacton Land Use

23 Mumbai Urban Transport Project Consolidated Environmental Assessment

* Water Quality Impacts * Air Quality Impacts * Noise Impacts * Impactson EcologicalResources

As seen in the Table above, MLEAs were done for ROB at Vikhroli, Pedestrian Subwayat CST and SATISat Thane.

6.4.2 PLEA

The PLEAs for the projects mentioned above are carried out in three parts, viz. Determinationof baseline environmentalstatus, EnvironmentalImpact Assessment and Developingenvironmental mitigation measures. Being highly localised projects, the environmentalstatus was determinedfor an area, which extended up to 150 m from the project site. Generic mitigation measures were developed for the representativesub projectsso that these could be appliedto others of the same type. The EA was carried out with respect to various components namely traffic and transport, landuse, ecology, peoples perceptions, air quality, noise levels and severance. Dependingon the project type, other relevant impact areas were also considered.

6.4.3 MLEA/PLEAFindings

Separate PLEA and MLEA reports including mitigation measures for the identified adverse environmentalimpacts are preparedfor the five projects. The environmental impacts of these projects are described in Chapter 6. The environmentalimpacts identifiedduring the constructionand operationphases of the projects are as follows:

ConstructionPhase * Displacementof population * Nuisance to nearby residential areas from noise and dust generation due to constructionactivity * Sanitationproblems from labour camps at site * Cutting of existing plantation * Land degradationat quarry sites * Workerand public safety

OperationPhase * Mild to moderate increase in air pollution and noise levels from road traffic and increasednoise levelsdue to train movement. * Beneficial impactson traffic and conveyance.

A summary of significant adverse environmentalimpacts identifiedfor the individual sub-projectsare given in Annex E-1.

24 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

7.0 ENVIRONMENT' MANAGEMENTPLAN

Plans are prepared for mitigating and managing potential adverse environmental impacts identified in SLEA and project specific PLEA/MLEAstudies. These EMPs are accompanied by institutional and reporting framework to ensure EMP implementationand monitoringprograms for individualprojects.

7.1 EnvironmentalManagement Plan for SectoralLevel

At the sectoral level, a variety of policy, legal and administrativemeasures will be used ", manage and mitigateadverse environmental impacts. These are described in Ann- .2.

The formulation and implementationof several of the measures indicated in the Table depend upon a variety of parameters such as promulgation of rules and standards particularly by GOI, techno-economic feasibility of the suggested measures, public pressure, directives of Supreme Court and High Court etc. A suggestive framework for implementation of the EMPs including institutional responsibility,authorities and time frame is given in Annex E-3.

7.1.1 EMP Monitoringat the Sectorallevel

Sectoral level monitoring plan is prepared for monitoring of environmental quality such as for monitoring ambient air quality and noise level and conditions at resettlementsites. The monitoringplan includesthe responsibilityand frequency of monitoring.

The monitoring plan has three components - monitoring the implementation of mitigation measures, monitoring the environmental quality and monitoring traffic parameters.

Monitoringof EnvironmentalQ!.1;ity Environmentalquality particula with respectto air pollution and noise levels, must be monitored on continuousbasis, as these environmentalcomponents are likely to be affectedmost by the transportationstrategy.

Envir'-7iental quality monitoringshall be carried out with the objective of assessing the change in environmentalquality due to the transportationstrategy, so that the strategy can be updated in response to the monitored results. Since the environmental quality of Greater Mumbai is also affected by factors other than transportationactivities, environmentalmonitoring programmefor the transportation strategy shall be integrated with the regional environmentalmonitoring programme. The recommendedminimum environmentalquality-monitoring programme with the focus on the transportationstrategy is given in Table E-8. The locationof monitoring sites shall be decided by MMRDA in consultationwith MCGM. 25 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Monitoringof Social (R&R) Components

A number of MUTP projects will result in displacement of population. The resettlement and rehabilitationprocess of the displaced population will be closely monitored by MMRDA and IMP. The methodologyfor such monitoring is given in paragraphs64 to 68 of ResettlementAction Plan,September 2001, MMRDA.

Monitoringof Traffic Movement

The MUTP project is expected to bring about a substantial improvement in traffic movement in MMR and Greater Mumbai. Various traffic parameters such as volume, speed etc. for roads and passengertrips for railway will be monitored to track changes in traffic movement. As a part of MUTP, a Traffic ManagementUnit (TMU) is being established in MCGM. The TMU will undertake periodic studies to monitor the traffic movementsand impactof proposedmeasures in MUTP.

Table E-8 SectoralLevel EMP Monitoring Parameters to RecommendedSites Sampling duration and Responsibility be monitored Frequency Ambient Air Quality: CO, HC, Nox, As per recommendation As per recommendation MCGB SPM,PM 10, SO2 given in the study " givenin thestudy l Strengtheningthe Air Quality Strengtheningthe Air Monitoring Network QualityMonitoring Network Operated by MCGM" Operatedby MCGM" Noise completedin year2000. completedin year2000. lNoise:l To computeLequ, Samesites as above Sameas Above Ll0, L50, andLgl Social (R&R) Living Conditions At resettlementsite 1 yearafter resettlement. MMRDA of PAH's. Drinking water supply,sanitation and other facilities Traffic Movement Traffic volume, At individual sub-project At leastonce in a year RTO/ MCGB- speed sitesand main arterial routes TMU

26 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

7.2 Project Level Environmental Mitigation and Management plan

7.2.1 Mitigation Measures during Design, Construction and Operation Stages

As discussed earlier, MUTP consists of several sub-projects under road and rail development. The status of EA/EMP preparation for the MUTP sub-projects are described in Table E-7 earlier. This consolidated EA report discusses the EMPs prepared for the following 5 sub-projects:

* Jogeshwari-Vikhroli Link Road (JVLR) * Borivali-Virar Quadrupling of Rail Lines (BVQR) * Road Over Bridge (ROB) at Vikhroli * Pedestrian Subway at CST * Station Area Improvement (SATIS) at Thane Station

The EMPs for these sub-projects were prepared in 1988 by AIC Watson Consultants Ltd. These EMPs are currently being updated to encompass the changes in baseline data and site conditions that may have changed since the year 1998. Thus, the EMPs presented here may undergo some modifications identified during the updating process. The schedule for updating of EMPs for the above mentioned sub-projects are given in Table E-7 earlier.

EMPs are developed for the above 5 projects for the design, construction and operation phases of the projects. EMPs for the Jogeshwari Vikhroli Link Road (JVLR) project is given in Annex E-4. EMPs for the remaining projects are prepared in the similar format. The EMPs include references to the contract documents and responsibilities for implementation. The EMPs are mainly prepared for the following significant environmental impacts/issues:

• Ambient Air Quality Deterioration * Increase in Noise Levels * Adverse Impacts on Ecology (Flora/Fauna) * Population displacement * Land degradation * Surface and groundwater degradation * Occupational health and safety * Impacts on Traffic and road safety

Site-specific environmental enhancement plans will be specified in the updated EA and EMP reports.

27 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

7.2.2 EnvironmentalMonitoring Plan

Environmentalmonitoring plans are developed for the specific MUTP sub-projects, involving monitoring sites, monitoringparameters, time and frequency of monitoring and the reportingof monitoreddata. The objectivesof the monitoringplan are:

. To record the impact of MUTP on.urban environmental quality during the constructionand operationphases; * To evaluatethe effectivenessof the mitigationmeasures during the construction and operationphases. * To satisfythe legal and communityobligations * To respond to the unanticipatedenvironmental issues at an early stage and to verify the accuracyof environmentalimpact prediction.

At the project level, the vital parameters or performance indicators that will be monitoredduring constructionand/or operationstages of the project include:

• Ambient air quality- S02, PM10, CO, NOx - Noise levelsnear sensitive locations - Re-plantationsuccess/ survival rates * Traffic volumeand characteristics

Methodologyused for samplingand analysis will be as per prevalentrequirements of Ministry of Environment and Forest and Indian Standard (IS) codes. These monitoring plans are for the EMPs preparedin 1998 and are being updated along with the respectiveEMPs.

7.3 Institutional Set-up, Co-ordination & Strengthening

7.3.1 Institutional Set-up and Coordination

The monitoringand evaluationof the EMPs are critical activities in implementationof the various projects. Monitoring involves periodic checking to ascertain whether activitiesare going accordingto the plans. It provides necessaryfeedback for project managementteam to keep the program on schedule.

The monitoringand reportingprocess for mitigationmeasures during constructionwill initiate from the contractor at the lowest rung who will report to the Project ImplementationAgency (PIA) through the Project ManagementConsultant (PMC). The monitoringprocess and the roles and responsibilitiesof the various agencies for coordinatingand managingthe EMP implementationis describedbelow:

28 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The PIA will get the EMP implementedthrough the Project ManagementConsultant (PMC) by incorporatingthe EMP requirementsin the contractual agreement along with the provisionof penaltiesto be levied if the contractor fails to comply with the conditions. The contractor shall submit a report on compliance with the environmental mitigation measures (Environmental Compliance Reports, ECRs) before start of constructionactivities and periodicallythereafter to the PIA. The PlAs will then submit the ECRs to the JPD (Env), which after review and monitoringwill be submitted to IMP through the Project Director, MUTP for confirmation of the implementationof the environmentalmitigation measures. The Project Director will accordinglysubmit the report to the World Bank.

MMRDA MMRDA as an apex organisation shall initiate co-ordination process among the concernedorganisations for EMP implementation.MMRDA shall take lead in: e reviewing the progress of the projects and plans for the subsequent year - Institutionwise * reviewing and discussing the salient features of the reports in the year on environmentalaspects/statistics like emissioncheck and violations. * organisingand co-ordinatingtraining programmes for all memberorganisations.

An IndependentMonitoring Panel (IMP) has been constituted by MMRDA with the objective to ensure that the Bank's policies related to social and environmental issues are followed. The Chairman of IMP is Ex-ChiefSecretary to Governmentof Maharashtra. The other membersare an eminent EnvironmentalEngineer, a senior Journalist and a leading Advocate. The IMP will meet periodicallyto review the periodical reports, environmentalcompliance report, etc. submitted by PlAs and PMCs/Contractors.

MMRDA has proposed a co-ordination model (Refer Figure E-2) for promoting effective implementation of EMPs at sectoral level and at project level during constructionand operationphases. The responsibilitiesof key functionariesfor EMP implementationare:

* The Project Director, MUTP has the overall responsibilityof implementationof EMPs and co-ordination of all the environmental related matters of the transportationprojects. * The Joint Project Director (Environment)is responsiblefor both environmental planning and management.He will also be responsible for co-ordinating the environmental related works and ensuring preparation and implementation of sectoral and project level EMPs for the transportationprojects. In respect of 29 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

R&R, he is particularlyresponsible for ensuring preparation and implementation of CommunityEnvironmental Management Plans (CEMP).

7.3.2 Reporting Requirements

It is importantto identify the key parametersthat have to be monitored and establish a reporting system. The rationalefor a reporting system is to ensure accountability for implementingthe EMPs. A generic reportingsystem proposed to be followed is given in Annex E-5.

30 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

FIGUREE-2: INSTITUTIONALMECHANISM FOR IMPLEMENTATIONOF EMP

IMP High Power SteeringCommittee

ProjectCoordination ...... -.. ... Com m ittee

World Bank MMRDA ProjectDirector, MUTP JPD (Environment),MUTP

I MRVC MSRDCPWID MCGM BEST

PMC ~~~~PMC PMC PC

Contractor |Contractorl| Contractr Contractor

31 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

7.3.3 Institutional Strengthening

The implementation of an environmentally sound transport strategy involves a numberof institutions/ organisationsat various levels, with each organisationhaving a distinct role to play. Introducing environmentaldimensions in formulating and implementinga transportationstrategy would requirethat these institutions shoulder additional responsibilities for ensuring that the strategy does not result in any significantadverse environmental impacts.

In order to examine the existingcapacities and identify the additionalresponsibilities that the concemedOrganisations/ institutions shall take up to address environmental issues, these Organisationsare categorisedinto four groups - Apex Organisations, Project ImplementationAgencies, Transport Service Organisations and Regulatory Organisations.

The envisaged roles and responsibilities of these organisations and additional strengtheningrequirements to meet the environmentalobligations defined in this EA report are given in Annex E-6.

7.4 Cost Estimatesfor InstitutionalCapacity Building

The budget estimates provided in this section mainly focus on the capacity strengtheningmeasures in terms of training.Training needs for buildingthe capacity of the concerned organisationsfor environmentalplanning and managementhave been identified. The total cost for the training programmesis estimated to be Rs. 4,80,000/-.(Refer Table 7.17 Chapter7)

7.5 Cost Estimatesfor ProjectSpecific EMP Implementation

Cost estimateshave been preparedfor EMPsrelated to the following tasks:

* Relocationof Utilities * Compensatoryand Road/TrackSide Plantation * Pollutioncontrol (dust, water pollution)during construction * Noise level reduction * Labour Camp sanitation * Road safety * EnvironmentalMonitoring

A consolidated estimate for EMP implementationfor all related sub-projects are presented in Table E-9. The estimatedcost of EMP implementationfor MUTPsub- projectsis Rs. 19.38Million.

The above estimatesare provisionaland the final estimateswill be availableafter the EMPs are updated (EMP updatingis in progress). The revisedcost estimatesfor the

32 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

projectswill be presentedin detail along with the updated EMP reports. The final list of EMPs and respective cost estimates will be made a part of the bidding and contract documents.

7.5 ContractualAgreement

In order to facilitate smooth implementationof EMPs, the PIA shall include specific obligations in respectof EMP implementationin all tender and contract documents. The biddingand contractdocuments shall include the following information:

1. EMP requirementsand obligations 2. EnvironmentalMonitoring Requirements 3. Reportingrequirements 4. IndicativeEMP cost estimates

Table E-9 Overall Cost Estimatesfor MUTPSub-Projects

Sr.No. Name of the Project EMP Cost Estimates

Roads and traffic component 1 Joehwari-Vikhroli Link Road | 3973600

2 Santacruz-Chembur link road 3973600

3 ROB projects at Vikhroli, Jogeshwari 2477760 (South) and Jogeshwari (North) 8 30 Pedestriansubways and bridges 3000000

9 6 Station area traffic improveient 300000 schemes (SATIS)_ Rail Projects 1 BorivaliVirar Quadruplingof Rails 3235800

2 5th line between Santacruz and 500000 Borivali 3 5th ~and6th lines b'etweenKurla and 500000 Thane 6 DC/AC conversion 20000 13 ITechnical Assistance,studies training 480000

Sub Total 1 8460760 5%MContingencies 923038 GrandTotal 19383798

33 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

8 RESETTLEMENT AND REHABILITATION

8.1 ResettlementAction Plan

MMRDA has preparedResettlement Action Plan6 (RAP) essentiallyto describe the policy and institutional framework for carrying out the Resettlement and Rehabilitation(R&R) of the Project Affected Households(PAHs). For every sub- project site specific Resettlement Implementation Plan (RIP) and Community EnvironmentManagement Plan (CEMP)will be separatelyprepared.

8.2 RehabilitationEntitlements

8.2.1 Shelter related entitlement

Everyeligible household losing a dwelling place shall be allotted a dwelling unit of minimumof 225 sq.ft. at an alternatesite. Similarly every PAH losing a commercial structure shall be eligible for an alternate place for commercialuse of equivalent area.

8.2.2 Compensationfor EconomicLosses

Availability of land being the major constraint in the city, it may not always be possible to provide in the close vicinity of the existing settlement to avoid loss of access to existing employment. In such cases the affected households will be eligible for the compensationfor the permanentloss of employmentor extra travel cost. Similarly a special packagewill be worked out for the vulnerable PAHs such as households below the poverty line, the women headed households, the handicappedand the aged.

8.2.3 Accessto Training,Emplovment. and Credit

There are a numberof trainingprograms offered by governmentfor skill upgrading for promoting self-employment. Similarly there are government programs of extending financial assistance to the poor for self-employment. During the preparationof site specific RIP; the communitieswill be informedof such programs. In addition, local savings and loan associationswill also be oromoted through NGOs.

8.3 ResettlementImplementation Plans (RIP)

In addition to the RAP, for individual sub-projects site specific Resettlement Implementation Plans (RIPs) will be prepared. Community Environment Management Plan (CEMP) will be prepared along with the RIP. Consultants'

6 MumbaiUrban Transport Project: Resettlement Action Plan, September 2001, MMRDA

34 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

reports on RIP and CEMP for four sub-projects are already available. MMRDA has undertaken preparation of final RIPs and CEMPs for these four sub-projects.

Community Environment Manaaement Plan. The objective of preparing CEMP is to provide access to basic urban environmental infrastructure services; and through community initiative and participation alleviate the environmental health risks of the community. The affected communities are largely of squatters accustomed to a particular way of life. At the resettlement site, they will have to almost invariably adjust to the lifestyle of multi-storied buildings. The communities will be trained and motivated to follow a discipline that can avoid environmental problems. Separate Environmental Management Committees (EMCs) will be formed during RIP/-=MP preparation to take up this responsibility during post-resettlement stage. The CEMP provides in simple non-technical local language preventive maintenance schedule for water supply, sanitation, solid waste etc. The maintenance measures are translated into a simple non-technical format in the form of "Do's" and "Don'ts" in local languages for the use of the community at large.

Majority (19000 out of 19228 PAH) are squatters. They do not have secured land tenure, have only shared community facilities like water stand post and common toilets. Some of the squatter settlements have inadequate water supply, inadequate number of well maintained toilets, poor solid waste collections. Some settlements located close to the storm water drains have poor drainage and flooded in monsoon. Settlements located close to railway lines apart from these problems suffer from noise and risk to life of children who may inadequately move over the tracks. Thus the present quality of life is extremely unsatisfactory in terms of availability of basic services and environmental hygiene.

8.4 Project Affected Households The households likely to be affected by each of the sub-projects are given in the Table E- 10 below:

35 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table E-10 Details of Project Affected Households* Sr. Sub-project Total PAHs No Roads and Traffic Component 4649 1 ROB at Jogeshwari-South 901 2 ROB at Jogeshwari- North 514 3 ROB at Vikroli 173 4 Jogeshwari-VikroliLink Road 890 5 Santacruz-ChemburLink Road 2171 6 StationArea Traffic ImprovementSchemes 100* 7 PedestrianSubways & Bridges Nil Rail Component 14479 1 5th Line betweenSantacruz and Borivali 515 2 5th and 6th Lines betweenKurla and Thane 2131 3 Borivali-Bhayendar-Virar additionalpair of lines 501 4 Optimizationon Western Railway 622 5 Optimizationon Central Railway 2879 6 Optimizationon HarbourLine 7831 TotalPAH 19228 Total ProjectAffected Persons 77660

* Subjectto findings of the surveys in progress

8.5 R&R ImplementationSchedule

8.6 Costs And Budget

The total cost of resettlementis estimatedto be around Rs. 4607 million (US $ 98 million).

36 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

9.0 PUBLIC INFORMATIONAND CONSULTATION

9.1 ConsultationsDuring CTS (1994)

Publicconsultation has been an importantinput into the processof planningand designingof MUTPso far. The consultationprocess began by ca ying out a survey of Public Attitude during the formulationof ComprehensiveTransport Strategy (CTS).' As a part of this survey,respondents were asked to selecta packageof schemesfrom amongsta long list of roadand rail projectswithin a budgetof Rs. 1000 crores.

The outcomeof this consultationwas an importantinput to prepar-;ion of draftCTS. Proposalsof CTS werealso presentedto variousPlAs, Government agencies and NGOs.They generally endorsed the strategyof PT+DMrecommended by the CTS. These considerations have also reflected in the MUTP now proposed for implementation.

9.2 Consultation During Environmental Assessment (1997)

The findings of the Environmental Assessment carried out by the consultants were

presented in a Workshop held on 2nd June 1997.8 The participants included the representatives of the government departments, local authorities, project implementation agencies and the consultants in the transport and environment field. The clarifications and suggestions were then incorporated in the final reports.

9.3 Consultation During R&R

During the formulation of RIP and CEMP more intensive consultation '.kes place to decide the location of resettlement, design of building, community facilities required and the procedure to be followed for maintaining the multi-storied settlement. The details of consultation process are given in the "Mumbai Urban Transport Project: Resettlement Action Plan, September 2001, MMRDA"

9.4 Consultation on Updated EA

With the passage of time and substantial developmenis like construction of flyovers that had occurred, the EA was updated.9 A consultation workshop involving academia, environmental experts, consultants, NGOs and representatives of PlAs and the World Bank was organized on November 20, 2000 for presentation of updated EA.

7 CTS Technical MemorandumNo. 5 - Analysisof PublicAttitude Survey,WS Atkins Intemational 8 Environmental Assessmentof MUTP-11,Proceedings of Public ConsultationWorkshop held on June 2, 1997.AIC Watson ConsultantsLtd. MUTP EnvironmentalAssessment Montgomery Watson ConsultantsLtd.

37 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Public consultationwith people affectedby constructionof sub-proiectswas carried out on December13, 2000 A public consultation workshop was organised predominantly for the project affected personson the 13th December2000. The responsefrom the participants highlighted the importance of maintaining local environment - solid waste management, storm water drainage, sewerage and water supply. Respondents particularly women, based on their personal experiences emphasised the importance of community efforts in keeping the buildings and the surroundings clean by timely removalof garbage.

Based on the above response, it is proposed to pay particular attention to solid waste disposal in preparing CEMPs as a part of preparing project specific ResettlementImplementation Plan (RIP).

Public consultationworkshop with general public was carried out on December 14, 2000 A public consultationworkshop organised for a cross section of the Society on the 14th Dec' 2000 was not attended by the general public/NGOsexcept a few Press representatives.This perhaps is a reflection of the fact that the concemed stakeholdersare aware of the project its environmentalcomponents. Some of the NGOs have expressed their concem about the delay in commencementof the projectand not about the environmentalimpacts.

9.5 PublicInformation Centres MMRDA has establishedtwo Public InformationCentres, one at the MMRDA office and the other at Mankhurdat project site. Documentsand information related to MUTP Project summaries,EA reports, R&R Policy and ResettlementAction Plan RIP and CEMPs, etc. are made available at these PICs. Written comments or suggestionswill also be receivedat the PICs.

9.6 ProposedConsultation

MMRDA has now consolidated and updated the EA work carried out and is presented in this report. MMRDA therefore now proposes to carry out a fresh round of public consultationprogram based on this report, which is scheduled in October, 2001. This will involve two public consultationworkshops; viz. one on a city wide basis aimed at a representative cross section of concerned citizens including NGOs, academicians,environmental experts, representativesof PlAs, Industries, Taxi/Truck owner's Associations, etc.; the other aimed at the project affectedpersons.

9.7 Public Opinions,Concerns and Responses

The findings of the proposed round of public consultationswill be recorded and incorporatedin the final EA report.

38 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The PICswill also receivegrievances from public,in respectof implementationof mitigatingmeasures from the concernedcitizens. These will be referredto the concernedPIA and reportswill be obtainedon the correctiveactions taken. These will alsobe keptat the PICs.

39 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

ANNEXE-1: SUMMARYOF ADVERSEENVIRONMENTAL IMPACTS OF MUTP SUB-PROJECTS

Summaryof Impactsfor Jogeshwari-VikhroliLink Road Project(JVLR)

Environmental Construction OperationStage Impacts Component Stage Impacts Air Quality Temporaryincrease in ambientSPM and NOxlevels * No significant change in CO levels over the baseline. due to earthwork, handling construction material Predictedlevels for 2011 well below the CO NAAQS. and use of fire wood for cookingby on-site laborers. * NOx levels were predicted to be within NAAQS for 2011, exceptat some locations.

* Both the baseline and predicted (for the year 2011) PM10 levels exceedthe standards at most locations. Noise Levels Nuisance to nearby residents due to noise from Day and night time predictednoise levels for the year 2011 range construction activities such as operation of between70.8 - 80.9 dB(A) and 58.6 - 73 dB(A) respectively. The compressors,construction vehicles, concrete plants day and night time noise standard will exceedupto 200 m from the etc. road. Water Quality and Temporary contamination of Mithi river due to Mithiriver contaminationpossible only due to accidentalspillage of Hydrology surface runoff from widening of bridges over the hazardous material from road tankers. No significant operation river. Runoffcould consist of contaminantssuch as stage impact. soil, sanitarywastes and oil. EcologicalIssues * Cuttinglshiftingof trees within 20 m of the road No significantadverse impact. in the western sectionof JVLR. * None of the floral species are rare or endangered. Social In all 890 residential and commercialstructures will Nil (Rehabilitationand be affected by the project. These will need to be Resettlement) relocatedor compensated. Land Degradation High potential for soil erosion, change in Nil topography,especially at the quarry sites.

40 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

ANNEXE-1 Cont. Summaryof Impactsfor Borivali - Virar Quadruplingof Rail Lines (BVQR)Project

Environmental Construction OperationStage Impacts Component StageImpacts Air Quality Temporaryincrease in ambientSPM and NOx levels No adverseimpact as electrictrains will be operated. due to earthwork, handling construction material and use of fire wood for cookingby on-site laborers. Noise Levels Nuisance to nearby residents due to noise from Baselinenoise levels already exceed noise standards. For the year construction activities such as operation of 2011 the maximumincrease in noise levels due to railway over the compressors,construction vehicles, concrete plants baseline noise at sensitive receptors is only 1.7 dB(A). The etc. sensitive receptorsare 2 hospitalsand 2 educationalinstitutes. Thus the impactis insignificant. Water Quality and 15 major and minor bridges at various creek No adverseimpact expected. Hydrology locations are planned. No obstruction of existing water courses is expected. Temporary contaminationof creek water due to runoff from construction site, consisting of contaminants such as soil, sanitarywastes and oily wastes EcologicalIssues * Trees within 20 m from the outermost track will No significantadverse impact. be lost. * In additionmangrove vegetation will be lost near Jaffery creek, and Bassein creek. About 8500 numbersof Avicenniamarina will be lost. Social In all 250 residentialand commercialstructures will Nil (Rehabilitationand be affected by the project. These will need to be Resettlement) relocatedor compensated. Land Degradation High potentialfor soil erosion,change in topography Nil especiallyat the quarry sites from where sand and stonewill be sourced.

41 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

ANNEXE-1 Cont. Summaryof Impactsfor ROBAT VIKHROLI

Environmental Construction OperationStage Impacts Component Stage Impacts Air Quality Temporaryincrease in ambientSPM and NOx/CO * Predicted CO and NOx levels within NAAQS except for levels due to earthwork, handling construction locations 10 m from the ROB. Baseline CO and NOx levels material and use of fire wood for cooking by on- well within the standards. site labourers. 0 Both the baseline and predicted (for the year 2011) PM1O levels exceedthe standards. Noise Levels Nuisance to nearby residents and sensitive Day and night time predictednoise levels for the year 2011 ranged receptors (2 schools and a church) due to noise between 61.4 - 67.5 dB(A) and 57.3 - 63.4 dB(A) respectively. from construction activities such as operation of Overall noise levelsare expectedto increase from that of the base compressors, construction vehicles, concrete year. plants etc. EcologicalIssues * Clearance of minor road side vegetation - No significantadverse impact. About 10 growntrees will be cut. * none of the floral species are of rare or endangered Social Dislocation of about 185 (G+1) structures with Nil (Rehabilitationand small business units in the ground floor and Resettlement) residentialareas in upper floor. These will need to be relocatedor compensated. Landdegradation Temporary contaminationof soil due to wastes Nil from construction activities such as debris/oily wastes and sanitarywastes from labour camps, if any. .v.

42 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

ANNEX E-1 Cont. Summary of Impacts for PEDESTRIANSUBWAY AT CST.

Environmental Construction OperationStage Impacts Component Stage Impacts expectedto improve,due to Air Quality Temporaryincrease in ambientSPM levelsdue to * AmbientAir qualityin the area is earthwork,handling construction material. significanteasing of trafficcongestion. * Boththe baseline and predicted (for the year2011) PM 10 levels exceedthe standards. residents due to noise from Averageday and night time predictednoise levelsfor the year NoiseLevels Nuisanceto nearby levels construction activities such as operation of 2011are 84.51dB(A) and 78.49 dB(A) respectively. Noise values. compressors,drilling work etc. are not expectedto change significantlyfrom baseline Landdegradation Temporarycontamination of soil dueto wastesfrom Nil constructionactivities such as debris/oilywastes and sanitarywastes from labourcamps. reductionin Traffic and Disruption of existing traffic and pedestrian Substantialbenefits from improvedvehicle speeds, Transport inconvenienceat CSTjunction. trafficcongestion, faster pedestrian movement.

43 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

ANNEX E-1 Cont. Summary of Impacts for Station Area Improvement Scheme (SATIS)at Thane West

Environmental Construction Operation Stage Impacts Component Stage Impacts AirQuality Insignificant- Minimal construction activity. BaselineCO, PM10 and HC levelsexceed NAAQ standards. No major beneficialimpact on AAQ. ExistingAAQ may furtherworsen due to increasein vehiculartraffic. NoiseLevels Marginalincrease in noise levels due to noise from Averageday and night time predictednoise levels for the constructionactivities. year 2001 are 78.5 dB(A) and 72.5 dB(A)respectively. Noiselevels are not expectedto change significantlyfrom baselinevalues. Traffic and Disruptionof existingtraffic and pedestrian inconvenience at Improvedvehicle speeds, reduction in traffic congestion, Transport CSTjunction. fasterpedestrian movement.

44 Mumbai UrbanTransport Project ConsolidatedEnvironmental Assessment

ANNEX E-2: SECTORALLEVEL EMPs

Environmental RegulatoryMeasures Policy Measures AdministrativeMeasures Impact Ambient Air Quality * Stringent emission Review and Implementation of recommendations * Strict enforcement of air Deterioration standards for vehicles at made by committeefor reducing vehicularpollution emission manufacturing and in Mumbai, constituted under the Mumbai High operationallevel, Court Order dated December15, 1999. Someof the * Enhancingof the current * Use of cleaner major recommendationsare: monitoringnetwork of MCGM technologies, such as, * Reducing sulfur content of diesel initially to mir netorkaof gM catalytic converters for 0.05%and finally to 0.005% by 15'April 2005. as per recommendatongiven petrol driven vehicles, * Reductionin Benzenecontent of petrolfrom the in the study " Strengtheningthe four stroke engines for presentlevel of 3% to less than 1%. ar QualityMonitoring Network two and three wheelers, * Refineries are recommendedto implement the i eratedby MCGM"completed * Measures to prevent fuel 'Marker' system for detecting adulteration in in year 2000. adulteration, fuels and lubricants. * Legal support for policy * All the retail outlets in MMR shouldsell only pre- * To develop PM10 abatement and administratis,- level mixed petrol through dispensers to two and strategy. (Study commencedby mitigation, three wheelers with effect from 1st October MMRDAin Sept. 2001) * Permitting use of 2000 alternate fuels such as * All petrol taxis above the age of 15 years and * VeI1 le Inspection anoa CNG and LPG as diesel taxis above the age of 8 years be MonitoringProgram: automobile fuel. (Already convertedto CNG or any other clean fuel and all Promote vehicle inspection and done as per Liquefied diesel taxis abovethe age of 8 years should be maintenance centres. Petroleum Gas converted to clean fuel3 wheelers above the Commercialvehicles to obtain a (Regulation of Use in age of 10 years to be scrappedor convertedon Certificate of Fitness from Motor Vehicles) Order, CNG or any other clean fuel. All transport appr ' Inspection and 2001. vehicles, except 3 wheelers and BEST buses Main ce Centres. over the age of 15 years to be scrappedunless converted to clean fuel. All BEST buses older than 20 years to be scrapped or converted to CNG. * All petrol driven vehicles registered in Mumbai prior to 1st April 1995 are recommendedto be fitted with catalytic converters.. (Court is yet to decide)

45 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

Annex E-2 CONT. Environmental Regulatory Measures Policy Measures Administrative Measures Impact Noise Explicit policy for noise reductionfrom vehicle Monitoring of noise levels at engines,exhaust, tyre and roadsurface. sensitive receptors. Identifying sourcesof Reducingtraffic noise impact by placing noise barriersto the extent feasible. SocialImpact Governmentof MaharashtraProject affected households to be rehabilitatedas * PMU - MMRDAis responsible adopteda policyof R & R in per the RehabilitationAction Plan (RAP) and for entire R& R. An 1997. All reseKtlementto be projectspecific RIP, CEMP. Moredetails in Chapter independentMonitoring Panel undertakenaccording to the 8. has beenappointed to monitor policy. the same. EcologicalImpacts Strict enforcement of The IndianForest Act and CoastalRegulation Zone * MMR- RegionalPlan provides Developmentregulations to (CRZ) notificationof 19/2/91 provide necessary land use zoning and containgrowth in ecologically policyframework to minimiseecological impacts. developmentcontrol regulations fragileareas. consistent with these regulations.GoM has prepared Coastal Zone Management Plan (CZMP),which has been approvedby MoEF. Traffic Management Implementingrecommendations of the committee * Enforcementof road safety and RoadSafety appointedby MumbaiHigh Court (See above). The rules. major traffic managementpolicy recommendations * Developmentof emergency include: plansto deal with road/rail accidents involving * Strengthening traffic and transportation hazardoussubstances. planning,traffic operation,traffic signals and signs,and area traffic control. * Modalintegration outside railway station and at ferry landings,control of on-streetand off-street parking,management of traffic demand,power to collect certain parking fees and supplementarycharges on road traffic.

J6 Mumbai UJrbanTransport Project ConsolidatedEnvironmental Assessment

ANNEX E-3: Sectoral EMP Implementation Framework

Parameter MitigationMeasi,rps Responsibility Time Frame Supervision

AIR POLLUTION Regulatory Stringentemission standards, Use of CleanFuel Govt.of India Alreadyin progress. NotApplicable. Measures etc. Policy Severalpolicy measures have been suggested for GOI/ GOM Policiesare in various stagesof Various agenciesas Measures: use of cleanfuel, scrappingof obsoletevehicles beingdrawn up. e i2Mumbai High andwhen policies are etc. SeverA!of such measures are pending Court decisionof October2001 implemented. clearancefrom MumbaiHigh Court. requires vehicles more than 15 yearsto be scrappedor convertto CNG.

Administrative Strict enforcementof vehicular air emission RTO Alreadyin progress GOM Measures standards. Enhancingof the currentair quality monitoring MCGM To commencealong with MUTP MMRDA networkof MCGMas per recommendationgiven projectimplementation. in the study' Strengtheningthe AirQuality MonitoringNetwork Operated by MCGM" completedin year2000.

To developPM 10 abatementstrategy. Variousagencies Studycommenced by MMRDAin MMRDA identifiedin the Sept.2001. on-goingstudy. VehicleInspection and Monitoring Program. RTO Plans to be drawn up and MMRDA implementedduring MUTP.

47 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Annex E-3 Cont. Parameter MitigationMeasures Responsibility | SuggestedTime Frame Supervision

NOISE l l I Policy Measures Explicit policy for noise reduction from vehicle RTO Fixing of time frame is not MMRDA engines,exhaust, tyre and road surface. possibleat this point.

Reducing traffic noise impact by placing noise RTO MMRDA barriersto the extentfeasible. Administrative Monitoring of noise levels at sensitive receptors. MCGB & RTO Within 1 year MMRDA Measures Identifyingsources of noise. SOCIAL IMPACT

Policy Measures PIA - MMRDA is responsiblefor entire R& R. An GOM Already done independentMonitoring Panel has been appointed to monitorthe same Administrative Projectaffected householdsto be rehabilitatedas PIA To be done before MMRDA Measures per the Rehabilitation Action Plan (RAP) and construction project specific RIP, CEMP. More details in ResettlementAction Plan, September2001. ECOLOGICAL IMPACTS Administrative Strict enforcementof Developmentregulations to UD Already being done MMRDA Measures contain growthin ecologicallyfragile areas.

TRAFFICMANAGEMENT AND ROADSAFETY Policy Strengtheningtraffic and transportation RTO, MCGM - In Progress - To be MMRDA planning,traffic operation,traffic signals TMU strengthenedin MUTP. and signs, and area traffic control. Administrative Modal integration outside railway station, control RTO, MCGM- To be established during MMRDA of on-streetand off-streetparking, management of TMU MUTP. traffic demand, power to collect certain parking fees and supplementarycharges on road traffic.

48 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

ANNEX E-4 ronment.. .agement Plan for Jogeshwari-VikhroliLink Road Project(JVLR)

PRE-CONSTRUCTION/ DESIGN STAGE

Environmental MitigationMeasures Reference to Time Respon bility Impact Contract Frame Implementation Supervision Documents Ecological Trees to be removed before commencement Legal Before Start Contractor/ PMC PIA impacts such as of construction, with prior permission from requirement. of tree cutting and MCGM. construction destruction of mangroves Roadalignment shall be selectedin such a way that there is minimumdestruction of trees. Resettlement The acquisitionof land and propertyshall be RAPRequirement Before Start MMRDA MMRDA andrehabilitation carried out in accordanceto the RAP and of entitlementframework of theproject. It shall construction be ensured that all R&R activities be of relevant reasonablycompleted as per RAP, before section. the constructionactivity starts in the relevant section. Utilityrelocation All utilities, such as electricalinstallations, Project Before Start PIA MMRDA telephonelines etc. to be shiftedafter prior requirement of approvalof agencies. construction Noisepollution Based on noise monitoringresults, noise Project Before Start PIA MMRDA controlplans to be prepared.The plansshall requirement of include the installationof noise barriers construction including additional road side plantation where practical.

49 MumbaiUrban TransportProject ConsolidatedEnviironmental Assessment

ANNEXE-4 CONT. CONSTRUCTIONSTAGE EMP (JVLR PROJECT) Environmental MitigationMeasures Reference to Time Frame Responsibility Impactllssue Contract Implementation Supervision Documents Generation of All vehicles delivering material to the site shall be MOST:111.9 During Contractor/ PMC PIA, MMRDA Dust due to covered to avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize activity fugitive dust generation. Contractor shall take precaution to reduce dust MOST 111.5 emissionsfrom the hot mix plants. Emissionsshould meet emissioncontrol legislation. Construction site to be watered periodically to minimizefugitive dust generation. All existing highways and roads used by the vehicles MOST:111.9 of contractor and his team shall be kept clean and clear of all dust, mud and other extraneousmaterial droppedby such vehicles. All Earthwork and construction material should be Contract protected in such a manner so as to minimize Documents generationof dust. Construction Exhaustemissions from all constructionvehicles shall Contract During Contractor/ PMC PIA, MMRDA Vehicle/equipm- adhereto vehicleemission norms. requirement construction ent exhaust Noise from All vehicle and constructionequipment shall be fitted MOST 111.1 During vehicles, plants with exhaust silencers. Damaged silencers to be construction and equipment promptlyreplaced by contractor. All constructionequipment (particularlyDG sets, shall MOST:111.13 adhere to noise standards of Ministry of Environment and Forests.

Contractor shall ensure that noise levels near MOST:111.13 residentialareas are within the day time and night time noise standardsunder the Environmental(Protection) Rules,1986 and its amendments. Operationof noise generatingequipment such as pile Contract driving, concreteand drilling etc. shall be limited to day requirement time hours.

50 _ _ _~~~~~~~E Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

ANNEX E-4 CONT. CONSTRUCTIONSTAGE EMP (JVLR PROJECT)

Environmental MitigationMeasures Reference to Time Frame Responsibility Impactl/ssue Contract Implementation Supervision Documents I Noise from Workers exposed to loud noise (As per Factory Act MOST: 111.6 During Contractor/ PMC PIA, MMRDA vehicles, plants requirements)shall wear earplugs/earmuffs construction and equipment Contaminationof Silt fencing shall be provided as the base of the MOST: 306 During Contractor/PMC PIA, MMRDA Mithi River and embankmentfor the entireperimeter of any water body construction other water (including wells) bodies. Constructionmaterial containingfine particles shall be MOST:306 stored in an enclosuresuch that sediment laden water does not drain into nearby water courses. Siltationof soil into water bodies shall be preventedas MOST:305.2.2.2 far as possible by adapting soil erosion control MOST:306.2 measuresas per MoST guidelines Constructionwork close to streams or water bodies MOST 111.13 shall be avoidedduring monsoon. In sections along water courses and close to cross drainage channels, earth, stone or any other constructionmaterial shall be properly disposedso as not to block the flow of water. Ecological All works shall be carried out in such a fashion that Contract During Contractor/PMC PIA, MMRDA impacts such as damageto flora is minimum requirement construction tree cutting and Trees and other flora shall be cut only after receiving destruction of clearancesfrom appropriateagsIcy mangroves Road side plantation shall be done as- per pre- approved plan. Soil erosion On road embankments,slopes shall be stabilized. The MOST : 306.2 / During ContractorI PMC PIA, MMRDA work shall consist of measures as per design, or as Designdocument construction directed by the engineer to control soil erosion, sedimentation and water pollution, through use of berms,dikes, sedimentbasin, mulches,grasses, slope drains and other devices. ___

51 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

ANNEX E-4 CONT. CONSTRUCTIONSTAGE EMP (JVLR PROJECT)

Environmental MitigationMeasures Reference to Time Frame Responsibility Impact/issue Contract Implementation Supervision

Documents _ Debris disposal Debris generated due to dismantling of existing MOST: 112.6 During Contractor/ PMC PIA, MMRDA pavement/structures shall be suitably reused in MOST :112.2 construction proposed construction. Unutilisable debris shall be suitably disposed either as fill material or at pre- designated dump locations, approved by engineer. Care should be taken that the material does not block natural drainage or contaminate water bodies. Bentonite slurry or similar debris generated from pile driving or other construction activities shall be disposed such that it does not flow into surface water bodies or form mud puddlesin the area. Loss of top soil The top soil from all areas of cutting and all areas to be MOST: 300 During Contractor/ PMC PIA, MMRDA permanently covered shall be stripped to a specified construction depth of 150 mm and stored in stock piles.

The top soil from the stock pile shall be used to cover disturbed areas and cut slopes and also for re- development of borrow areas, landscaping and road side plantation. Soil Oil and fuel spills from construction equipment shall be Contract Document During Contractor / PMC PIA, MMRDA contamination by minimized by good O&M practices. Soils contaminated construction construction by such spills shall be disposed as per MOEF wastes, fuel etc. requirements. Land Sand and stones shall be sourced from only pre- MOST 111.3 During Contractor/ PMC PIA, MMRDA degradation in approved and licensed quarries. It should be assured construction quarry that these quarries have a quarry rehabilitation plan.

.52 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

ANNEX E-4 CONT. CONSTRUCTIONSTAGE EMP (JVLR PROJECT)

Environmental MitigationMeasures Reference to Time Frame Resonsibility Impactl/ssue Contract Implementation Supervision Documents I Health and Constructionlabour camps shall be located at least Contract Document During ContractorI PMC PIA, MMRDA hygiene at 200 m away from the nearest habitation to avoid construction construction conflictsand stress over infrastructurefacilities. labour camps The contractor will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities such as toilet blocks, potable water supply etc. for labour as per the standards set by the Buildingand other constructionWorkers (Regulationof Employmentand Conditionsof Service) Act, 1996 and shall be approvedby the engineer. On completion of the works, all such temporary structuresshall be clearedaway along with all wastes. All excreta and other disposal pits should be filled in and effectively sealed. The site should be left clean and tidy to the satisfaction of the engineer. Traffic delays Detailed traffic control plan shall be prepared 5 days MOST: 112.1 Before PIA MMRDA and congestion prior to commencementof works on any section of the Construction road. The control plans shall contain details of temporary diversions, details of arrangement of constructionunder traffic. Special considerationshall be given in preparationof MOST: 112.2 PIA MMRDA traffic control plan to the safety of pedestrians and workers at night. Temporarytraffic detoursshall be kept free of dust by MOST: 112.5 Contractor PMC PIA frequent application of water, if necessary. _ Traffic Control The contractor shall take all necessary measures for MOST: 112.4 Before Contractor/ PMC PIA and Safety the safety of traffic during construction and provide, MOST: 112.1 Construction erect and maintain such barricades, including signs, markings,flags, lights and flagmen as may be required by the engineer for the informationand protection of traffic. All such measures should be as per requirement of MOST.

53 MumbaiUrban TranspottProject ConsolidatedEnvironmental Assessment

ANNEX E-4 CONT. CONSTRUCTIONSTAGE EMP (JVLR PROJECT)

Environmental MitigationMeasures Reference to Time Frame Responsibility Impactlssue Contract Implementation Supervision Documents Occupational The contractor is required to comply with all the Contract During Contractor/ PMC PIA, MMRDA Health and precautionsas required for the safety of workmen as Requirement Construction Safety per the International Labour Organisation (ILO) ConventionNo. 62, as far as those are applicableto the contract. The contractor shall supply all necessary safety appliances such as safety goggles, helmets, safety belts, ear plugs, masks etc. to the worker and staff. All laws related to safe scaffolding, ladders, working platform, gangway,stairwells, excavations,safety entry and exit etc. shall be compliedwith. Adequateprecautions shall be taken to prevent danger MOST: 106 During Contractor PMC PIA, MMRDA from electrical equipment. All machines/equipment Construction used shall confirm to the relevantIndian Standards(IS) codes and shall be regularlyinspected by the engineer. A readily availablefirst aid unit including an adequate Contract During ContractorI PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirementsunder the FactoryAct. All anti-malarial measures as prescribed by the Contract During Contractor/PMC PIA, MMRDA engineer shall be complied with, includingfilling up of Requirement Construction burrow pits.

54 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

ANNEX E-4 CONT. OPERATIONSTAGE EMP (JVLR PROJECT)

Environmental MitigationMeasures Reference to Time Frame Responsibili Impacllssue Contract Implementation Supervision Documents Atmospheric Ambient air concentrationsof various pollutantsshall be Project Starting immediately Pollutionmonitoring MMRDA, World pollution monitoredas per the pollutionmonitoring plan. requirement after completion of agency (MCGM) Bank Vehicleexhaust standards shall be enforced strictly. construction Road side plantation to be maintained Noise pollution Monitoringof noise levels at sensitive receptors as per Project Starting immediately Pollutionmonitoring MMRDA, World monitoringplan. requirement after completion of agency.(MCGM) Bank Public awareness campaigns for noise reduction construction including placing adequate 'No Honking"sign boards at RTO, PIA sensitivelocations.

Land and water Contingencyplans to be in place for spill clean-up Project Starting immediately RTO, PIA MMRDA contamination Spill preventionand waste fuel/oil treatmentand disposal requirement after completion of from accidental to be made mandatoryfor utilities such as auto-service construction spills station, petrol pumps along the entire stretch of the construction. Storm water and All drainsto be maintainedand cleanedperiodically. Project Starting immediately Municipal authority, MMRDA drain requirement after completion of PIA maintenance construction Traffic and Traffic managementplans shall be prepared. Project Through operation PIA, Development MMRDA safety Road control width to be enforced. Unauthorised requirement stage Authorities building development to be checked. Slum encroachmentsto be discouraged. Traffic control measures including speed limits to be enforcedstrictly. Traffic volume and speed to be monitored to record benefits achieved from the project.

55 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

ANNEX E-5 MONITORINGAND REPORTINGPROCESS Construction Reporting Reporting Contractor PMC PIA reporting MMRDA World Bank Stage Parameter Format Reporting Reporting Frequency to reporting desired Number Frequency Frequency to MMRDA Frequency to supervision to PMC PIA World Bank Trees to be Monthly Monthly Quarterly Quarterly removed PAH R&R Monthly Monthly Half-yearly

£L 2 Relocation of utility Monthly Monthly Quarterly Quarterly c and community o resources

Fugitive dust Daily Monthly Monthly Quarterly Half-yearly mitigation Condition of Daily Monthly Monthly Quarterly Half-yearly construction equipment w.r.t noise and emissions Identification of soil One time One time One time .° erosion locations and measures taken c Road -side and Monthly Monthly Quarterly Quarterly Half-yearly 0 C.) compensatory plantation schedule Plantation survival Monthly Monthly Quarterly Quarterly Half-yearly rate reporting Pollution Monthly Monthly Monthly Quarterly Half-yearly monitoring Debris disposal Weekly Monthly Quarterly Quarterly Half-yearly plan/locations.

56 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

ANNEX E-5 Cont. Construction Reporting Reporting Contractor PMC PIA MMRDA World Bank desired Stage Parameter Format Reporting Reporting reporting reporting supervision Number Frequency Frequency to Frequency Frequency to to PIA PIA to MMRDA World Bank Top soil Monthly Quarterly Quarterly Quarterly _ Management Quarry Monthly Monthly Quarterly Quarterly Half yearly Identification and management Occupational safety Weekly Monthly Monthly Monthly Half yearly 0 and health Labour camp set-up Weekly Monthly Monthly Monthly Half yearly and hygiene. 0 Road safety Weekly Monthly Monthly Monthly Half yearly tU measures Site enhancement Monthly Quarterly Quarterly Quarterly Half yearly implementation plan at water bodies, road junctions etc. Pollution . Quarterly Quarterly Half-yearly monitoring 0 schedule and ei reports

0.EL

57 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

ANNEXE-6 ROLESIRESPONSIBILITIESAND STRENGTHENINGOF INSTITUTIONS

ORGANISATION ROLES& RESPONSIBILITIES STRENGTHINGREQUIRED

(MUMBAI METROPOLITAN Review of implementation of Environmental Mitigation Enhance the capabilities of the existing REGION DEVELOPMENT Measures(EMPs) for MUTP projects. 'Environmental Cell' of MMRDA by out sourcing AUTHORITY (MMRDA) Ensureadequate Resettlement and Rehabilitationof PAH wheneverrequired.

Review the environmental management capabilities of and EMPs identified for related MUTP implementing agencies, particularly municipal authorities projects. Procedureand responsibilitiesfor and to assist them in developingtheir capabilities. EMP implementation, monitoring and

Obtain and analyse environmental informationgenerated reportingetc. by organizationslike MCGM, MPCB, RTO etc. and factor them into short term and long term planning process for overall sustainabledevelopment of MMR. Municipal Corporation of Greater Monitoring of ambient air quality and noise at existing MCGMis operating air quality monitoringnetwork Mumbal (MCGB) locations. Extendingmonitoring network to MUTP project for last several years and already have trained locationsfor post-projectmonitoring. personnel. Training in relation to Quality Assurance,data analysis and disseminationand Regular report to MMRDA to enable environmental other issues as suggestedin the report "Studyfor planningat a regionallevel. StrengtheningAir Quality Monitoring network of MCGM,Nov. 2000) However the existing staff and monitoring equipment need to be upgraded for the additionalmonitoring load due to MUTPproject.

58 Mumbai UrbanTransport Project ConsolidatedEnvironmental Assessment

Annex E-6 Cont.. ORGANISATION ROLES & RESPONSIBILITIES STRENGTHINGREQUIRED

Public Works Department (PWD), Ensuring implementation of EMPs for related MUTP Environmental appraisal capabilities of existing Maharashtra State Road projects through PMC/contractors staff to be enhanced through training programs. Short term module type training programs Development Corporation Carrying out Environmental Assessments of all needed for: (MSRDC) relatedon-going and future Transport Projects. * Environmental assessment, social impacts. * Appreciation of Environmental impacts and EMPs identified for related MUTP projects. Procedure and responsibilities for EMP implementation, monitoring and reporting etc. RAILWAYS/MUMBAI RAIL VIKAS Ensuring implementation of EMPs for related MUTP Environmental appraisal capabilities of existing CORPORATION (MRVC) projects through PMClcontractors staff to be enhanced through training programs. Short term module type training programs Carrying out Environmental Assessments of all related on- needed for: going and future Transport Projects. P Environmental assessment, social impacts. * Appreciation of Environmental impacts and EMPs identified for related MUTP projects. Procedure and responsibilities for EMP implementation, monitoring and reporting ______~~~~~~~~~~~~~~~~etc. Transportation Service Ensuring regular emission and maintenance checks on the Emission monitoring capabilities of the bus fleet Organisations (BEST) bus fleet to ensure compliance with regulations. to be strengthened. Good housekeeping in existing Bus-Depots to minimize Environmental awareness training of key water and land pollution from oil spills and waste oil personnel disposal. Enforcement/ Regulatory Enforcement of vehicular emission standards, with more Environmental awareness training for its Organizations: emphasis on heavy vehicles, taxies and 3 wheelers vigilance staff so that they can appreciate the importance of their role and carry out the same Regional Transport Office (RTO) diligently. Training also needs to include criteria and techniques for vehicle inspection and certification.

MMR BACKGROUNbANb SECTORALPERSPECTIVE

MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

CHAPTER1 INTRODUCTION

1.1 BACKGROUND

Mumbaiin the 17' centurywas a clusterof sevenfishing islands,which has now becomea singleland massin the form of a narrowpeninsula. The colonialpowers recognizedthe importanceof protectedharbor offered by this peninsulaand developedit as a major port.Municipal Corporation was establishedin 1888initially for an areaof 72 sq. Kms,comprising the sevenislands. The Municipallimits were extendedin 1951and 1957.These incorporated areas were calledsuburbs and the entire area as Greater Mumbai(this usage of phrase "Greater"is differentfrom conventionallyunderstood.). Over the last few decades,Greater Mumbai has grown as the majorfinancial and commercialcapital of India.Greater Mumbai's population thatwas around4 millionin 1961has nowreached 11.9million in 2001. The urban growth has spread beyond the boundariesof MunicipalCorporation of Greater Mumbai in the northern,north-eastern and eastern directionsto form Mumbai MetropolitanRegion (MMR). GreaterMumbai has an area of 438 sq. km and a populationof 11.9million. MMRhas an areaof 4354sq. km andpopulation of about 18 million. By 2011 MMR is expectedto have a populationof 22 million.' MMR generatesabout 5% of nationalGDP and contributeover one third of India'stax revenues.Figure 1.1, shows various sub-regions of MMR.

1.2 TRANSPORTSECTOR IN MUMBAI

Mumbaihas a uniquedistinction of satisfying88 % of its peakperiod travel demand throughthe publictransport such as suburbantrains and Buses.Five percentof the remainingtwelve percentis met by taxis and seven percentby privatevehicles. Althoughthese proportions are estimatedto remainmore or lesssame by 2011( with publicsector falling from 88 to 85 %), the numberof publictransport trips in the peak periodwill rise substantially.In the publictransport sector, MMR is servedby two zonalrailways; the WesternRailway (WR) and CentralRailway (CR). the suburban railwayservices, which are in fact metropolitanservices in view of the frequencyand shortdistances between stations, carry closeto 6 million passengersper day. Bus servicesin GreaterMumbai are providedby BEST,with 3000 buses,and carry 4.5 million journeys per day of which approximately60 % are connectedwith rail journeys. In the road transportsector, the road networkin Greater Mumbaiis

1 RegionalPlan for MumbaiMetropolitan Region 1996-2011, MMRDA

1-1 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

predominantlyradial along the peninsulaand comprisesthree main corridors; Western Express Highway, Eastern Express Highway, and the

1-2 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

FIGURE1.1 MAP OF Mumbai Metropolitan Region

MUMBAI URBAN TRANSPORT PROJECT ENVIRONMENTAL ASSESSMENT

w ~ ~~~~~~~~~~~~~LE.ENDO

BAJOR ROAD -

OTHE. R...

62'VIBAR \ /} \_/\ < WATFRSO- R -.-

_SIR BOU..A.,

LART.R. ..A.U .

\ A 2 \ J / + ~~~~~~~~~~~~~~~~~WESTERNRSUURS CO

3= \ g t - { \if / j RET OF ...

; 7~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~U. .. N--....

m~~~~~~~~~~~~~~~~~~~~~~~~.A

W_ \W \\ <4~~~~~~ MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Centralcorridor. Although termed 'Expressways' the roadsare essentially arterial roadsand decline in standardas theyapproach and pass through the IslandCity. The numberof registeredvehicles in MMRgrew from 521,000in 1985to 821,000in 1991. Privatecars grewfrom 173,000to 366,000in 1991and the numberis expectedto doublein 2011.

TransportSector Issues

i) TravellingConditions

The transportconditions for suburbanrail passengersand roadtransport users are intolerable.Average peak hour loading of trainsis in excessof 4000 passengersper train as comparedto designcapacity of about1800 per train andcrush load capacity of 2600 per train. The BEST Busesalso tend to be overcrowdedduring the peak hours. It is thereforean urgent need to improvetravelling conditions for public transportusers to avoidencouraging a shiftto privatetransport. MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

ii) Transport Infrastructure

Transportation infrastructure in the region is overburdened and under considerable strain. The existence of a number of level crossings on the rail lines constrainsthe introductionof more trains during peak hours. The road network is mainly developed in the south-north direction along the western and central corridors respectivelyfrom Bandra to Borivali and from Sion to Mulund. However, there are inadequateeast west link roads. Also the road networkcapacity is severely reduced due to roadside parking,slum encroachment and encroachmentby street hawkers. Therefore there is an urgent need to improvethe transport infrastructure.

iii) Road Traffic Congestion

Greater Mumbai is suffering from increasing traffic congestion, road traffic delays and vehicle related emissions and pollution. While there is a need to correct structural deficiencies in the road infrastructure to cope with increasing private vehicle ownership, there is a clear need for improved demand managementand traffic management to ensure optimum use of scarce and expensive road space particularlyin the Island City.

iv) Air guality

Vehicularemissions is a seriousissue. Thereis an extensiveuse of dieselpowered vehicles(BEST buses and trucksand increasingproportion of taxis) and vehicles with two strokeengines (three wheeled motor rickshaws outside the IslandCity and two wheeledmotorcycles). There is a needto developa comprehensivepolicy for reducingvehicular emissions by improvedengine design, better quality or alternate fuelsand vehicleinspection and maintenance. 1-5 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

v) Resettlement and Rehabilitation

The construction or improvement of transport infrastructure in Greater Mumbai has been greatly hampered by the difficulties in securing land and the consequent need to resettle and rehabilitate large number or people. Almost every infrastructure development "rail or road' involves the rehabilitation of people and businesses. An equitable and efficient resettlement and rehabilitation policy has already approved by GOM in 1997 and is being implemented to enable the transport system to be developed. In fact over 50% of the 19228 PAHs have been resettled by June 2001.

vi) Institutional Framework

Transport in Mumbai involves a large number of agencies - Regional Planners, Train Operators, Bus Operators, Municipal Corporations, GoM Public Works Department, GOM corporations, traffic police and others. In order to coordinate the activities of these agencies MMRDA has established a Project Management Unit under a Project Director, Mumbai Urban Transport Project.

1.3 COMPREHENSIVE TRANSPORTATION PLAN

With a view to improving the transportation sector in MMR, Mumbai Metropolitan Region Development Authority (MMRDA) prepared a Comprehensive Transport Plan (CTS)2 for MMR (Ref 3, Appendix 1.1) in 1994. The main objective was to develop a coherent transport sector strategy for MMR linked with a rational land use plan. The

2 _ ComprehensiveTransport Strategy for MumbaiMetropolitan Region by W.S.Atkins International, 1994.

1-6 MumbaiUrban Transport Project ConsolidatedEnvironmentalAssessment

objectivesof the CTS strategyare to: (i) ensureadequate levels of accessibilityin the expandingareas of MMR: (ii) assist in the economicdevelopment of MMR: (iii) prioritizepublic transport over privatevehicles: (iv) mangethe systemto ensurebest useof facilities,(v) improvethe safetyrecord of the transportsystem: (vi) achievethe objectiveswith due regardto environmentaland social aspectsand availabilityof resources.The realizationof the strategywas to be achievedthrough concentration on the provisionand expansion of publictransport with the suburbanrail systemas the coreof the system.

1.4 ENVIRONMENTALASSESSMENT (EA)

Transportationsector contributesto about60 % of air emissionload in Greater Mumbai.3 Vehicularnoise is also of concern.The networkextension subprojects could give riseto significantsocial impacts by way of relocationand rehabilitationof the projectaffected households. The extensionof transportationnetwork may have someimpact on ecologicalresources such as hills,wetlands, mangroves and forests. These environmentalissues need to be identifiedand addressedat the sectoral level. Since,a transportationstrategy is implementedthrough sub projects,the latter couldgive rise to environmentalimpacts which are largelylocalized in nature.

SectoralLevel Environmental Assessment (SLEA) is usedto evaluateenvironmental impactsof strategicoptions and arrive at the mostpreferred option. SLEA is also usedto providea frameworkfor adoptingappropriate legal, policy, and administrative measuresfor mitigatingsectoral environmental impacts. Initial assessmentwas carried out during 1996 to 1998. SLEA4 (Ref. 1 Appendix 1.1) presentthe environmentalanalysis of the four optionsidentified for the transportationstrategy of MMR, which would have minimum adverse environmentalimplications. The recommendedtransportation strategy placed thrust on enhancingpublic transport servicein MMR and improvingroad networkto provide better accessibilityand relievetraffic congestionon the roads in suburbsand rest of MMR.The SLEA is presentedin Chapter4 of this report.

The recommendedstrategic option compriseda series of sub-projects.The sub- projects having potentiallysignificant Environmental Impacts were subjectedto Micro-LevelEnvironmental Assessment (MLEA) whereas groups of smaller and similar subprojects were subjected to Programmatic Level Environmental Assessment(PLEA). MLEAs provided detailed analysis of the individualsubprojects viz. JogeshwariVikhroli Link Road, Borivali-VirarQuadrupling Railway Corridor. PLEAs were preparedfor small generic sub-projects,such as, Flyovers,Robs, PedestrianSubways, Station Area Traffic Improvements Schemes (SATIS).

3- ESRof MCGMfor the year1999 -2000. 4- SectoralLevel Environmental Assessment of MUTP- II byAIC Watson Consultants Ltd., March 1998 1-7 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Mitigationmeasures in the form of appropriatelegal, policy and administrative mechanismsalleviating sectoral environmental impacts are proposedas a part of the EMPat the sectorlevel. Environmental Management Plan (EMP) for implementing mitigation measures, monitoring various traffic parameters and monitoring environmentalquality parameterswas also developed.The plan also presents institutionalcoordination model requiredfor implementinga long-termtransportation investmentprogram. In addition to SLEA, EnvironmentalAssessment (EA) of individualsub projectsof MUTP was carried out to identifymitigation measures requiredat sub projectlevel.

DevelopmentSince 1998

Subsequentto the above studies,the subprojectconfiguration of MUTPhas been revised,and some new developmentshave also taken place. Importantamongst thesedevelopments are fly overconstruction program and commencement of Worli- Bandralink.

Needto Updateand Consolidate EAs

Sincethe initialEA was carried out in 1998,it is necessaryto updateand consolidtae these EAreports taking into consideration the changesin the environmentalbaseline data and changesin environmentalregulations. This exerciseis separatelybeing undertaken.The earlier EA reportswere presented in the form of seriesof individual reports.It is thereforenow necessaryto presentan updatedand consolidatedEA reportcomprising SLEA, PLEA, MLEA and related EMPs.

The chronologyof EnvironmentalAssessment process is depicted in Fig 1.2

1-8 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

FIGURE 1.2 ENVIRONMENTALASSESSMENT PROCESS

ComprehensiveTransportation Study 4 strategicoptions 1. Do minimum 1994 2. Publictransport option 3. Publictransport + Demandmanagement 4. RoadInvestment ootion

SectoralLevel Environmental Assessment (SLEA) Evaluation of strategic options with respect to the following environmental criteria 1996 - Traffic Analysis - Impacton Air, noise, social,ecological resourcesand transportationservice quality

Selectionof strategicoption PT + DM

Screeningof projectswith respect 1997 to potential impacts

Programmatic Level Micro-level Environmental Environmental Assessment Assessment (MLEA) (PLEA) - Subprojectsselected road - Sub-projects selected ROBs, Improvements,Suburban railway 1998 pedestrians subways sub-projects - Analysisof traffic& transport - Impacton traffic, air, noise,water - Impacton air, noise,social and landuse,social and ecological ecologicalresources, landuse resources,quality

pI Pulic onsultation

Preparationof updatedand consolidated 2001 FA ;nri nrnibr.t-,npr.ifir. PMP^,

I DraftConsolidated EA Puli + ' | ~~~~Consultation 1201

Note:the current project stage is highlightedin theabove figure the currentproject stage is highlightedin the abovefigure

1-9

MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

1.5 STRUCTUREOF THE REPORT

The structure of the rest of the report is as follows.

Chapter 2 discusses existing environmentallaws relevant to transportation sector, existing environmental policies and trends having implications for transportation sector, and administrativeframework dealingwith the sectoral development.

Chapter 3 describes baseline environmentaldata of MMR. The data is summarized with respect to climate, air quality, noise, ecology, resettlement and rehabilitation, etc.

Chapter 4 briefly describes the Comprehensive Transport Plan for MMR and evaluation criteria for selecting the preferred option. It also provides SLEA methodologyand selection of the best option.

Chapter 5 describes MumbaiUrban Transport Project.

Chapter 6 presents screening methodology for selection of sub-projects for programmatic and micro level environmental assessment. It further describes environmentalimpacts of the sub-projectsselected for MLEA and PLEA.

Chapter 7 describesthe EnvironmentalManagement Plan (EMP) to mitigate adverse environmental impacts at sectoral, programmaticand micro level. This chapter also describes the environmental monitoring plan and institutional arrangements for effective implementationof the EMP.

Chapter 8 presents the ResettlementAction Plan prepared for the Project Affected Households (PAHs), including Community Environment Management Plan for the resettlementareas.

Chapter 9 presents details of public consultation process carried out during the project preparation stage of MUTP and outlines an approach to public information and consultation that will be adopted.

1-11

POLICY, LEGALANb A bMINISTRATIVE FRAMEWORK

MumbaiUrban Transport Project ConsolidatedEnvironmentalAssessment

CHAPTER2

POLICY,LEGAL AND ADMINISTRATIVEFRAMEWORK

2.1 LEGAL FRAMEWORK

This chapter provides an overview of the existing environmental legislation, policies and administrative framework.

2.1.1 Central Government And State Government Environmental Regulations

After the Stockholm Conference on Human Environment in June 1972, it was considered appropriate to have uniform laws across the country for dealing with broad environmental problems endangering the health and safety of people as well as the flora and fauna. The concern for environmental protection is amply

demonstrated by the 42nd amendment to the Indian Constitution (Article 51g), which states"It shouldbe the dutyof everycitizen of Indiato protectand improve the naturalenvironment including forest, lakes, rivers and wildlife,and to have compassionfor livingcreatures".

Government of India has enacted a number of environmental laws with an intention to protect environment, prevent and control air and water pollution and ensure safe handling of hazardous substances. At the Central Government, Ministry of Environment and Forests (MOEF) is the apex authority which formulates policies for environmental and forest management in the country. Various Departments and the Central Pollution Control Board (CPCB) help MOEF, in this regard. At the state level, Maharashtra Pollution Control Board (MPCB) and Environment Department (ED) are responsible for environmental management.

There are various Acts, Rules and Notifications applicable for different environmental components such as Air Pollution, Water Pollution, Noise Pollution, Coastal Areas, Hazardous Materials Handling And Transport, Forest and Wildlife, etc. In addition regulatory provisions by way of environmental clearance also exist. The applicable regulations are given in Appendix 2.1 (a) and 2.1 (b).

2.1.2 Central Government Regulations Related To Vehicular Pollution (A) Rule 115 of Central Motor Vehicle Rules, 1989 provides the emission norms. Government of India has taken following steps in order to curb vehicular pollution: -

(i) Emission standards for different categories of vehicles including transport vehicles were introduced in the year 1990 and subsequently modified with stringent standards effective from 1992, 1996 and 2000. Euro-I norms have

2-1 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

been brought into force with effect from 01.04.2000throughout the country for all category of vehicles. However,Bharat Stage-Il norms (equivalentto Euro- II) have been brought into force only in NCT (NationalCapital Territory), Delhi with effect from 1.4.2000 and further extended to the city of Mumbai from 1.1.2001 and are extended to Chennai and Kolkata from 1.7.2001. It may also be mentioned that Bharat Stage-Il norms are not applicable to all categories of vehicles at present and are applicablefor vehicles upto 3500 kg GVW. The relevant Notification Nos. are G.S.R. 493 (E) dated 28th August, 1997, G.S.R. No. 77 (E) dated 315t January, 2000 (F) and S.O. No. 779 (E)

dated 2 9 th August, 2000. Bharat Stage-Il norms for commercialvehicles have also been notified in the Gazette of India on 23.02.2001 inviting objections/suggestionsfrom the public.

(ii) Fitment of Catalytic Convertor is mandatory for all four-wheeled petrol driven vehicles for registration in four Metro cities including Mumbai and other 45 cities of the country.

(iii) Separate set of emission standards for vehicles using Compressed Natural Gas (CNG) have been notified vide G.S.R. No. 99 (E) dated 09.02.2000.

(iv) Government has already amended in August 2001 the Motor Vehicles Act, 1988 permitting the use of LPG as an automotive fuel. Rules setting out the emission norms for LPG using vehicles have been notified dated April 24, 2001.

(v) The Ministry of Petroleum, Government of India has prescribed sulphur content of 0.05 % for diesel and benzenecontent of 1% for petrol.

(B) Mass Emission Standards (for vehicles manufactured on and after 1st April 2000):

The Ministry of Surface Transport, Governmentof India, vide notification, G. S. R. No. 493 (E) dated 28-8-97 has published the mass emission standards for petrol driven vehicles and diesel driven vehicles (includingtwo and three wheelers) which have come into force from the 1st day of April 2000.

The BharatStage II norms to be compliedwith are: Petrol Vehicles (g/km): CO (2.2), HC+NOx(0.57), Diesel Vehicles (g/km): CO (1.00), HC+NOx(0.70) Following Table 2.1 gives the implementationschedule of the Governmentof India orders.

2-2 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 2.1 Schedule for Implementationof Vehicles Rules

Type of vehicles As per G.S.R.No.493 (E) dt. 28-8-97 i.e. India- (Accordingto fuel 2000 norms used)

A) Petrol i) Noncommercial vehicles Notto registerif doesnot conformto 1-2000norms (e.g.motor cars etc.) with effectfrom 1/4/2000in Maharashtra (includingMumbai.) ii) Noncommercial vehicles Notto registerif doesnot conformto (e.g.Two wheelers / three 1-2000norms with effectfrom 1/4/2000in Maharashtra wheelers) (includingMumbai.) iii) Commercialvehicles (e.g. Notto registerif doesnot conformto air, meteredtaxi, tourist taxi 1-2000norms with effectfrom 1/4/2000in Maharashtra etc.) (includingMumbai.) B) Diesel i) Noncommercial vehicles Notto registerif doesnot conformto 1-2000norms with (e.g.Motors cars etc.) effectfrom 1/4/2000 in Maharashtra (includingMumbai.) ii) Noncommercial Notto registerif doesnot conformto 1-2000norms with vehicles(e.g. Two effectfrom 1/4/2000in Maharashtra wheelers/ three (includingMumbai.) wheelers) iii) Commercialvehicles (e.g. Notto registerif doesnot conformto 1-2000norms with autorikshaw,taxi, truck, bus effectfrom 1/4/2000 in Maharashtra etc.) (includingMumbai.)

Recent SupremeCourt Directivesand other legal issues related to vehicularpollution are provided in Appendix2.1(C).

2.2 EXISTINGPOLICIES AND TRENDS

2.2.1 The transportationsector contributes significantly to air pollution. This has attracted attention of policy makers at both state and central level to explore various ways of reducing vehicular pollution. A number of vehicular pollution control measures have been introducedor are being reviewedfor introductionat the central level. They are briefly reviewedin the following paragraphs:

* Use of LPG as Auto Fuel

Ministry of Petroleumand Natural Gas has passed an Order dated 01/08/2001 called Liquefied Petroleum Gas (Regulation of Use in Motor Vehicles) Order 2001, allowing use of LPG in Motor Vehicles, permanentlyfitted with Auto LPG tank and a conversion Kit as approved by the Authorities/ testing Agencies as notified in the Central Motor Vehicle Rules 2001. The Order providesthat,

2-3 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

a. The LPG shall be dispensedonly by Dealers licensed by Chief Controller of Explosives under the Static and Mobile Pressure Vessels (Unfired) Rules 1981, as amended from time to time. b. Auto LPG shall not be filled in excess of 80% of its total volumetriccapacity. c. Auto LPG shall not be dispensed unless received from Govt. Oil Companies/ parallel marketers and conforming to Auto LPG specification No. IS 14861 as amended from time to time.

* The Government has made it rnandatory for vehicle owners to get the permissionfrom the RegistrationAuthority for converting a vehicle from petrol to diesel to avoid "unsafe changes and pollution".

* Owners of more than ten vehicles would not henceforth be allowed to alter their engines without prior permissionfrom the RegistrationAuthority .

* To make school buses safer, it was decided to withdraw exemption to educational institutions to run vehicles without any permit, which is mandatory for other public vehicles. * The Supreme Court of India has disallowed the registration of all private noncommercial vehicles in the National Capital Region (NCR) failing to conform to

Bharat II fuel emissions norms from 1st April 2000. This has already lead to debate as to why such norms shall not be used for other cities.

* The Mumbai High Court on 17th October2001 has set deadlinesfor phasing out old vehicles unless converted to (CNGor LPG engines. Table 2.2 shows the deadlinesset by Mumbai High Court for respectivevehicles.

2.2.2 At the local level, a Division Bench of the Hon'ble Bombay High Court had constituteda Committee(under the chairmanshipof Shri. V. M. Lal,' then Transport

Commissioner)vide an order dated 15t" December 1999 for examining,considering and recommendingmeasures to reduce vehicular pollution in Greater Mumbai. The recommendationsof the committeemay be categorized as under:

* Supply of cleanerfuel * Encouragingthe use of cleaner fuel * Phasing out of old vehicles * Stringentemission standards *n Use of catalytic converters

Suoply of Cleaner Fuel:

The Committee has made recommendationsfor reducing Sulphur content of diesel initially to 0.05% and finally to 0.005% by l5t April 2005. It is also recommendedthat

2-4 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Benzenecontent of petrol supplied in MumbaiCity be reduced from the present level of 3% to less than 1%. All the refineriesin the public and privatesector are recommendedto implementthe 'Marker' system for detectingadulteration in fuels and lubricants.

All the retail outlets in MumbaiMetropolitan Region should sell only pre-mixed petrol throughdispensers to two and three wheelerswith effect from 1st October2000

The oil industry is recommendedto set up one more full-fledged lab in Mumbai for periodic testing of fuel.

Encouraginathe Use of Cleaner Fuel:

To encourage the use of CNG fuelled vehicles; the committee has recommended setting up of CNG outlets at some of the existing petrol pumps.

The Committee has also recommendedthat the BEST Undertaking sets up CNG filling stations for buses and all new BEST buses are operated on CNG or be in compliancewith Bharat stage 11standards. Similar recommendationhas been made with respect to private contract buses registered and operating in the Mumbai MetropolitanRegion.

Phasing out of old vehicles

The Committeehas recommendedthat all petrol taxis above the age of 15 years and diesel taxis above the age of 8 years be converted to CNG or any other clean fuel and all diesel taxis above the age of 8 years should be converted to clean fuel. The 3 wheelers above the age of 10 years are recommendedto be scrapped or converted on CNG or any other clean fuel. All transport vehicles, except 3 wheelersand BEST buses over the age of 15 years are recommendedto be scrapped unless converted to clean fuel. All BEST buses older than 20 years are recommendedto be scrapped or convertedto CNG.

The Committee has recommendedthat two and three wheeled vehicles with four- stroke engine alone be registered in Mumbai Metropolitan Region. Two and three wheeled vehicles having two stroke engines should be permitted to register as a transitional measure provided such vehicles are fitted with catalytic converters guaranteedfor 30,000 km by the manufacturers.

- Reportof the committeeconstituted by The OrdersOf The HighCourt, Bombay to examine and recommendmeasures to reducevehicular pollution in greaterMumbai, April 2000 2-5 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

StringentVehicular Emission Standards

The Committee has made the following recommendations for making emission standardsstringent.

* The present permissible limit of 4.5% Carbon Monoxideemissions in respect of 2 and 3 wheelersto be reducedto 3%.

* The present permissible limit of 65 HartridgeSmoke Units for diesel vehicles to be reduced to 45 HSU in Mumbai.

*- The Ministry of Surface Transport, Govt. of India to lay down Bharat Stage II mass emission norms (equivalent to EURO II norms) for all categories of vehicles.

* All heavy commercialvehicles as well as light goods vehicles to be registered in the Mumbai Metropolitan Region from 1st April 2001 to be Bharat Stage II compliant.

Retrofittingof Vehicleswith Catalytic Converters

All two stroke two wheelers and three wheelers in use in Mumbaiare recommended to be fitted with catalytic converters.

All petrol driven vehicles registered in Mumbai prior to 1st April 1995 are recommendedto be fitted with catalytic converters.

FinancialIncentives

The Governmentof Maharashtra and Municipal Corporationof Greater Mumbai are recommendedto grant the concessions in sales tax, octroi; and to advise banks / financial institutions to offer lower interest rates on loans to the owners of taxis and auto-rickshawsfor replacing their old vehicles with new vehicles running on a clean fuel. The customs duties, sales tax, excise duty and octroi are recommendedto be totally waived on both the CNG conversion kits including cylinders as well as on the catalyticconverters up to some time period.

TrafficPlanning and Management

The Committee has recommended strengthening of traffic and transportation planning, traffic operation, traffic signals and signs, and area traffic control. The recommendationsare also made for modal integrationoutside railwaystation, control of on-street and off-street parking, managementof traffic demand, power to collect certain parkingfees and supplementarycharges on road traffic.

2-6 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The Mumbai High Court on 1 7 th October 2001 has set the deadlines for phasing out old vehicles unless converted to CNG or LPG engines. Table 2.2 shows the deadlines set by Mumbai High Court for respective vehicles.

Table 2.2 Deadlines for Phasing out of Old Vehicles

No. Type of Vehicles Deadline 1 All Taxis above 15 years of age 1-3-2002 2 All Taxis above 8 years of age 1-1-2003 3 Three Wheelers 10 years of age 1-3-2002 4 Three Wheelers 8 years of age 1-1-2003 5 Public Transport vehicles except BEST Buses 31-12-2002

2.2.3 Institutional strengthening in MCGM and Amendments to BMC Act, 1888.

MCGM's Traffic Management Unit (TMU) is to be strengthened for traffic and transportation planning, traffic operation, traffic signals and signs, and area traffic control. BMC Act, 1888 is also to be amended to enable MCGM to discharge the responsibility for provision of facilities for traffic management, modal integration outside railway station and at ferry landings, control of on-street and off-street parking, management of traffic demand, power to collect certain parking fees and supplementary charges on road traffic. A proposal in this regard has been approved by the GOM Cabinet and the necessary Bill is expected to be passed by the State Legislature.

2.2.4 Development Control Regulations of MMR.

The MUTP project area is largely governed by the Development Control Regulations for Greater Mumbai, 1991(DCR). Government of Maharashtra has also prepared Coastal Zone Management Plan (CZMP)2 for Greater Mumbai, which has been approved by MOEF in January 2001. The provisions of CZMP have precedence over the DCR, 1991.

2.2.5 Resettlement & Rehabilitation Policy

The Government of Maharashtra has adopted the R & R policy in March 1997 to minimize adverse social impact arising from the need to relocate about 19000 families, which will be displaced due to implementation of MUTP. The objectives of R&R as enunciated in the policy are:

To minimize the resettlement by exploring all viable project designs

2 CoastalZone ManagementPlan for Maharashtraby UrbanDevelopment Department of Govt.of Maharashtra,July 1997. 2-7 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

* Where displacement is unavoidable, to develop and execute resettlement plans in such a manner that displaced persons are compensated for their losses at replacement cost prior to actual move.

* To accord formal housing rights to the PAH's at the resettlement site by establishing cooperative housing societies of the PAH's.

* To make efforts to retain existing community network in the resettlement area and to minimize the adverse impaci, if any, on the host community.

* To improve environmental health and hygiene of the PAH's at the site of resettlement and to educate, motivate and organize the community to manage its environment at the resettlement location.

Resettlement Action Plan (RAP) has been prepared and site specific Resettlement Implementation Plans (RIPs) are being finalised.

2.3 WORLD BANK POLICIES

The World Bank has prepared an umbrella policy called OP 4.01, Environmental Assessment, January 1999. According to this policy the Bank requires EA for projects proposed for Bank financing to help ensure that they are environmentally sound and sustainable. The policy provides guidelines for EA contents and scope, EA instruments, requirements of public consultations, environmental management plans, etc.

The Bank classifies proposed projects into one of four categories (A, B, C and Fl), depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts. A project is classified as Category A if it is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. For a Category A project, the borrower is responsible for preparing a report, normally an EIA (or a suitably comprehensive regional or sectoral EA) etc. The MUTP project is categorised as a Category A project.

2.4 EXISTING ADMINISTRATIVE FRAMEWORK

The implementation of an environmentally sound transport strategy involves a number of institutions / organisations at various levels with each organisation having a distinct role to play. These organisations may be categorised into four groups. The grouping of these organisations has been done according to their existing roles and these are mentioned in the following paragraphs.

2-8 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

! Apex Organizations - Environment Department (ED) - Urban Development Department (UDD) - Home Department (Transport) - Mumbai Metropolitan Region Development Authority (MMRDA)

* Project Implementation Organizations - Municipal Corporation of Greater Mumbai (MCGM) - Public Works Department (PWD) - Mumbai Railway Vikas Corporation (MRVC) - Maharashtra State Road Development Corporation (MSRDC)

* Transportation Service Organisations - Brihan Mumbai Electrical Supply and Transportation Undertaking (BEST) - Maharashtra State Road Transport Corporation (MSRTC). - Western and Central Railways (WR and CR) - Private Bus Operators (PBO)

EEnforcement Organizations - Maharashtra Pollution Control Board (MPCB) Regional Transport office (RTO)

An overall institutional arrangement showing the functional relationship of the abovementioned organizations is shown in Fig. 2.1.

2.4.1 Apex Organisations,

Apex organisations which deal with legal and policy framework relevant to transport sector, are Environment Department (ED), Urban Development Department (UDD), Home Department (Transport) and MMRDA.

Environment Department (ED)

Being an apex environmental organization of the state, ED is expected to carry out the following activities.

* Formulating environmental policies and developing environmental protection programs for the state. Providing direction to and co-ordinating activities of agencies involved in the management of the environment at different levels. Delegating responsibilities to other agencies for carrying out various environmental programs and assessing the outcome of these programs. * Initiating action for introducing appropriate environmental legislation/ rules to address environmental problems, if necessary.

2-9 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

* Enforcement of environmentalstandards and guidelines through Maharashtra PollutionControl Board (MPCB).

Urban DevelopmentDepartment (UDD)

UDD is responsible for developing policies, plans, and programs for Urban developmentincluding urban transportand municipaladministration.

Home Deoartment(Transport)

The involvementof Home Department(Transport) is in respect of traffic control and enforcementof emissionstandards.

Mumbai MetropolitanRegion DevelopmentAuthority (MMRDA)

MMRDA is a planning authorityat apex level for entire MMR. MMRDA is responsible for providing a single, unified planning and co-ordinating agency for the region to ensure that the development takes place in a planned and orderly manner. The existing role of MMRDA:

* To review any physical, financial and economicalplan; * To formulate and co-ordinatemulti agency developmentprojects; * To execute projects or schemes; * To finance infrastructuredevelopment * To control developmentthat may adverselyaffect regionalgrowth.

Presently, MMRDA has a full-fledged set up to deal with urban and regional planning, transport planning and statislical and information systems. MMRDA has gained significant expertise in these areas by undertaking to the above mentioned responsibilitiesfor over two decades. In the recent past MMRDA has also started building up capacity in environmentalplanning.

2.4.2 Project ImplementationOrganizations

MMRDA is the apex organisation responsible for transport policy, however, the implementation of transport projects is carried out by various organisations as follows:

* Municipal Corporationof Greater Mumbai. * Mumbai Rail Vikas Corporation(IVIRVC) * Public Works Department (PWD) / Maharashtra State Road Development Corporation(MSRDC)

2-10 Mumbai L @ansport Project Figure 2.1@Consolidated Environmental Ass@

Institutional Arrangement for MUTP

EnvironmentDepartment (ED) UrbanDevelopment (Environmental Policies) D APEX ORGANISATIONS

I ______MMRDA Transport Commissionarate (Urbanplanning and Home(Transport) Dept. co-ordination) Enforcementof transportregulations l

......

Project I MCGM MSRDC//PWD Implementing i (Air and noisequality monitoring, MRVC (Road/bridge Organisations I Localraod constitution and (Raildevelopment) construction) maintenance)

IMPLEMENTING ORGANISATIONS

SBBE MSC & RlwPrivate BusTransport Transport Service [| B T | MRSTC W & C Railway Operators OrganisationI Bus Tr port nsport Railoeration and fleet maintainance I|

......

- MPCB ~~~~~~RTO ENFORCEMENT ~~~~~~~~~(EnforceCeno(Efrcement of transport regulation ORGANISATIONS Environmental reaulations) and inspection and certification of vehicles)

Note: The coloured boxes indicate the institiion playing role in environmental management. Roles played by respective institutions are given in brackets in the same box.

2-11 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

MunicipalCorporation of GreaterMumbai (MCGM)

MCGMis responsiblefor providingcivic services viz. roads,water supply, sanitation, solid waste management,public health services and primaryeducation. Thus,the activitiescarried out by the MCGMhave a directbearing on the environmentand the qualityof life. MCGMmonitors ambient air and noise qualityat variouslocations in GreaterMumbai.

MaharashtraState Road Development Corporation (MSRDC)

MSRDCwas establishedby the Governmentof MaharashtraIN 1996 and is fully ownedby the Governmentof Maharashtra.It has been constitutedto acceleratethe developmentof transportinfrastructure facilities in the State. The mainobjective of the MSRDC is improvementof existing roads and constructionof new roads, highways, expressway,etc. MSRDC has been vested with rights to collect toll/servicecharges and also to commerciallyexploit the availableland.

MSRDChas completed 33 flvoversin threeyears in MMR.MSRDC has no separate EnvironmentalCell.

PublicWorks Denartment (PWDJ

The role of PublicWorks Departmentin the transportationsector is limitedto the constructionand maintenanceof the state and nationalhighways. The relevant divisionof the Departmentis well conversantwith the road constructionstandards andlocal rulesapplicable to suchprojects. As partof the roadconstruction work, the Departmenthas significantexperience in handlingsome of the environmental managementmeasures like CD works,erosion control, arboriculture etc. However, the PWD has no separate EnvironmentalCell. Hence the departmenthas no specificexpertise in handlingair, noiseand water pollution problems.

MumbaiRailway Vikas Corporation (MRVC)

Mumbai RailwayVikas Corporation(MRVC), a joint venture of Governmentof Maharashtra(GoM) and Indian Railways(IR), has been set up in April 2000,to implementthe rail projectsin MUTPas well as other suburbanprojects of IR. The functionsof MRVCinclude:

1. Developmentof co-ordinatedplans for the rail componentof MUTPand other plannedinvestments in Mumbaisuburban rail services,as alsoexecution of the resultinginfrastructure projects,

2. Integrationof urbandevelopment plans for the MMRwith rail capacityplans and proposedinvestments,

2-12 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

3. Co-ordination and ensuring improvement of track drainage and the removal of encroachments as well as trespassers from the Railways right of way and station approaches, and

4. Execution of specific projects for the commercial development of railway land and apportionment of the income in the ratio of 1:1:1 for railway projects in Mumbai area, Maharashtra and elsewhere in the country, respectively.

2.4.3 Transportation Service Organizations

The transport service organizations in MMR include:

* Western and Central Railways (WR and CR)

* BES&T Undertaking (BEST)

> Maharashtra State Road Transport Corporation (MSRTC)

* Private Bus Operators (PBO)

Railway services in MMR are provided by two zonal railways- Western Railway and Central Railway. The railway services are operated on electric power. Hence, the operation of trains does not give rise to air pollution problem.

The major organisations involved in providing bus services in MMR are BEST, MSRTC, TMT, NMMT and Private Bus Operators. BEST provides service in Greater Mumbai and has the largest fleet of over 3000 buses.

2.4.4 Enforcement Organizations

The organizations responsible for enforcing environmental regulations relevant to the transportation sector in MMR are:

• Maharashtra Pollution Control Board (MPCB) * Regional Transport Office (RTO)

MPCB is a statutory body set up under the provisions of Water (Prevention & Control of Pollution) Act, 1974 and is responsible for implementation of Environmental Acts in the region including Air (Prevention & Control of Pollution) Act, 1981. Its major focus is on the control of industrial pollution.

) RTO is responsible for the enforcement of the Central Motor Vehicle (Amendment) Rules, 1993, and hence, the onus of determining violation of vehicular emission standards lies with RTO. Automobile owners are supposed to get their vehicles

2-13 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

monitoredfor emissionsat the designatedpetrol pumps,which are equippedfor carryingout this task,and obtain a certificateof compliancewith the standards.The emissionchecks are requiredto be carriedout twice a year, and the certificateis requiredto be displayedon the vehicle. RTO'svigilance staff has powersto impose fine on the offendersof the law.

2-14 3

ENVIRONMENTAL BASELINE STATUS

Mumbai Urban TransportProject ConsolidatedEnvironmental Assessmet CHAPTER3 ENVIRONMENTALBASELINE STATUS

3.1 BASELINEDATA

The data on baseline status of six environmentalcomponents was collected and compiledfrom various existing sources and was also supplementedby primary data collected at individual project sites. A comprehensivedatabase of all data collected is presented in the report 'EnvironmentalStatus of MMR, Final Report, May 1997".1 The six environmentalcomponents are: * Air Quality * Noise Levels * EcologicallySensitive Areas * Socio-economiccharacteristics of the affectedcommunities * Health * Land Use

Both the primary and secondarybaseline data were compiled and analyzed during the years 1996 to 1998. The earlier secondarybaseline data has now been updated for the years 1998to 2001 and a comprehensiveanalysis is presentedin this section. The updated data is mainly for Air Quality and Noise as these are the principal environmentalcomponents that would be affected by transport related projects. Among other sourcesof secondarydata, the importantones used are as follows:

1. Annual Environmental Status Reports by Municipal Corporation of Greater Mumbai.2

2. Ambient air quality data monitored by National Environmental Engineering Institute(NEERI).

3. Urban Air Quality Management Strategy in Asia, Greater Mumbai Report, (URBAIR),World BankTechnical Paper No. 381.3

4. Study for Strengtheningthe Air Quality NetworkOperated by MCGB, prepared by EnvironmentalManagement Centre Mumbai, 2000.4

This chapter describes the prevalent environmental conditions and their trends, mainly for Greater Mumbai,as most of the sub-projectsof MUTP are located in this sub-region. Details of the primary data on air quality, noise and traffic collected as a

1Environmental Status of MMR by AIC WatsonConsultants, Mumbai, May 1997 2 EnvironmentalStatus Reportof MCGMfor the years 1997-98,98 -99 and 99-2000. 3URBAIR- UrbanAir QualityManagement Strategy in Asia, World BankTechnical PaperNo. 381, 1997. 4 Final Reporton Tasks 1 and 2: study for strengtheningthe Air QualityMonitoring Network Operated by BMC preparedby EnvironmentalManagement Centre, Mumbai, November 2000. 3-1 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

part of the sectoral Level and Micro- Level Environmental Assessment (SLEA and MLEA) are described in the relevant sections.

3.2 ENVIRONMENTAL STATUS OF MCGM

3.2.1 Land Use

Geographically, MMR lies in the North Konkan region, which lies between 18°33' and 19031' north latitude and between 72°45' and 73028' east longitude. The region consists of mainland of North Konkan and two large insular masses of Salsettle - Trombay and Mumbai separated by shallow creeks and tidal marshes.

Map showing the current land use pattern of MMR is given in Figure 3.1. As seen in the figure, Greater Mumbai consists of the maximum built up area. Built-up and industrial areas have increased considerably in Vasai - Virar belt along the western corridor and at various towns along the Mumbai - Pune corridor. Environmentally sensitive locations in Greater Mumbai are mainly the coastal stretches, some of which have mangroves and the Sanjay Gandhi National Park of 103 sq. km. having dense forests.

3.2.2 Climate And Meteoroloav

Mumbai has a mean elevation of 11 meters above sea level. The city experiences a tropical savanna climate with monthly humidity ranging between 57-87%. The annual average temperature is 25.3 0C rising to a maximum of 34.50C in June and a minimum of14.30C in January. Average annual precipitation is 2,078 millimeters with 34% falling in the month of July.

The di *rsion of air pollution emissions in the region is influenced by wind conditions (direction and speed), mixing heights, stability of atmosphere, collectively termed as the Meteorology of Mumbai's airshed. Meteorological data is therefore essential to understand spatial-temporal distribution of pollutants.

Meteorological stations of Indian Meteorological Department (IMD) are located at Santacruz and Colaba. The measurements include measurements of wind speed and direction, humidity and temperature and vertical temperature profile recorded by sending a balloon, two times a day. Table 3.1 provides an Analysis of Wind Pattern in Mumbai.

3-2 2 g dl, t-S g ahlvk2;:i

a~ cc

_t~~V - .

X*>< r-

~~~~~~*frt~f~IX ,~ '-...... I.. MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 3.1 Analysis of Wind patterns in Mumbai

Summer Monsoon Winter Pre-Noon Post-Noon Pre-Noon Post-Noon Pre-Noon Post-Noon North-South North-Westto South-West Again South- Direction is Startingwith changingto North-South andWest West and between North-West North-east are the West are the North and and staying Constant dominant dominant North-East on with higher Constant directionof directions directions. that moves speedsof 10 directionof North-Westin during graduallyto to 14 kmph North-Westin May. monsoon. North-East May. by noon.

Lowestspeed is Wind speeds Wind Wind speeds Speeds low of 6 kmph and vary typically speeds are are between between6 range is between between6 to 10to 12 14 to 16 to 8 kmph 6 to 8 kmph 16 kmph kmph. kmph. increasing (fairly narrow from range) Peaks at 16 September In June, midnightto kmph and shows a turn between 12 to noon then in the 16 hrs, North- decreases directionto West is also North-West. dominant.

September shows a turn in directionto North-West. I (Source: Final Report on Tasks I and 2: study for strengthening the Air Quality Monitoring Network Operatedby BMC prepared by EnvironmentalManagement Centre, Mumbai,November 2000.)

Note: The directions mentioned indicate the direction from where the wind is blowing.

3.2.3 Ambient Air Quality

3.2.3.1 National Ambient Air Quality Standards

Table 3.2 given below shows National Ambient Air Quality Standards (NAAQS) as notified by the Central Pollution Control Board. Pollutants concerned are sulphur dioxide, nitrogen oxides, carbon monoxide, suspended particulate matter, respirable particulate matter, for residential, industrial and sensitive area.

3-4 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

Table 3.2 NationalAmbient Air QualityStandards

Pollutants Time Concentrationin ambientair Methodof Weighted Industrial Residential Sensitive measurement Average Area Rural & other Area areas 3 3 Sulphur Annual 80 pg/rn 60 jlm 15 - Improved West and Dioxide(SO2) Average* Geake Method 24 hours** 120 jg/mr 80 pg/mr 30 g/r - UltravioletFluorescence Oxides of Annual* 80 pg/m3 60 pg/mr 15 pg/mr - Jacob & Hochheiser Nitrogen as NO2 24 hours" 120gg/m 80 Lg/M 30 .gfm Modified (Na-Arsenite) Method - Gas Phase Chemilurninescence 3 Suspended Annual* 350,Lg/mi 140gg/m 70 Ag/M3 High Volume Sampling, Particulate 24 hours* 500Itg/ 200pg/mr 3 1 /m (Average flow rate not Matter (SPM) less than 1.1 m3/minute) Respirable Annual* 120 pg/mr 60 pg/mr 50 gg/m3 Respirable particulate Particulate 24 hours** 150 Lg/m3 100 ug/rn 75 g/r mattersampler Matter (PM10) size less than 10 Pm) I Lead (Pb) Annual* 1.0gg/m 0.75 pg/rn3 0.50pg/M 3 ASS Method after 24 hours** 1.5 gg/m 1.00 pg/m3 0.75 g/r sampling using EPM 2000 or equivalent Filter paper Carbon Annual* 5.0 mg/m 2.0 mg/ma 1.0 mg/m" Non dispersive infra red Monoxide(CO) 24 hours"* 10.0 mg/m 4.0 mg/m 2 mg/rn Spectroscopy Ammonia Annual* 100 pg/M3 100 pg/Mr 100 pg/r 24 hours**"g/r 400 pg/rn 400 3 400 pg/mr

* Annual Arithmetic mean of minimum 104 measurementsin a year taken twice a week 24 hourly at uniform interval. ** 24 hourly/ 8 hourly values should be met 98% of the time in a year. However, 2% of the time, it may exceed but on two consecutivedays.

NOTE: 1. National Ambient Air Standards:The levels of air quality with an adequate margin of safety, to protectthe publichealth, vegetationand property. 2. Whenever and wherever two consecutive values exceed the limit specified above for the respective category, it would be considered adequate reason to institute regular/continuous monitoringand further investigations.

3-5 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

3.2.3.2 Primary Baseline Ambient Air Quality Monitoring

AIC Watson consultants monitored baseline ambient air quality in 1996 at several locations in the 4 sub-regions of MMR (Island city, Eastern suburbs, Western suburbs and Rest of MMR), as a part of Sectoral Level (SLEA), Programmatic (PLEA) and Micro-level (MLEA) Environmental Assessments. The monitoring details are presented further given in Chapters 4 and 6.

3.2.3.3 Air Monitorinq By Municipal Corporation Of Greater Mumbai (MCGM)

(A) Ambient Air Quality in Residential and Industrial Areas Major air pollution sources in Greater Mumbai are shown in Table 3.3:

Table 3.3 Sectorwise Emission Load of Greater Mumbai

Sources Percentage Contribution

1998-99 1999-2000 Domestic Sector 1.52 1.5 Industrial and commercial 37.15 36.77 sector Transport 61.33 61.73 Source: ESR of MCGM for respective years.

With changing economic structure (declining manufacturing activities) and increasing number of motorized vehicles, transport sector has emerged as the major contributor of air pollution. This trend is likely to continue.

MCGM monitors ambient air qL-'ity at various residential and industrial areas for

S02, NOx, SPM and NH3. MC' used to conduct ambient air monitoring at 18 monitoring sites spread all over B.Leater Mumbai till 1999. Figure 3.2(A) shows air- monitoring locations before year 1999. Each location was monitored at least once a week throughout the year for the above four pollutants. MCGM also publishes Environmental Status Reports for each financial year with statistics on various environmental parameters. In January 2000 the ambient air monitoring stations were reduced to 6 locations with sampling frequency of twice a week to meet regulatory requirements of national Ambient Air Quality Standards.

Air Quality Trendsat SpecificLocations

Monitoring results for the years 1998-99, 1999-2000 and 2000-01 were compared to determine air quality trends in these years.5 As monitoring was done only at 6 locations in the year 2000-2001, only these locations are selected for this analysis. These air-monitoring locations are presented in Figure 3.2(B).

5 EnvironmentalStatus Reportof MCGMfor the years1997-98, 98 -99 and 99-2000. 3-6 AA

~~~~~~~~~~~~~L0

. 9 S// >

.~~~~~~~~~~~~~~~~~^ K sU al uE

X2 5CUUA TAM g-t~~~~~~~~~~~~~~~~P All C1|L1WIONuAN

t ~ ~ ~ ~ ~ ~ {! ~ ~~~l ^ MU Sz~~~~on "s w I w N~~D~ M(UN ~ ~~~~~~A14Alt JOCPMW

All ICMAUAL ~~~~~~~~~~TSMAt.lN ED D^ Al TLA #4AmAR -~~~~~~~~~~~

rV.>i0. S ~~~~~~~AVRIENTAIR OUALtITY \ /, ) ~~~M3 Ml/ONITORING SlA110NS ______.____/ X$

gt7 / wN / 3) ~~~~~~~~~~~~~Al7 TlLAK NAGAR g 5 BarJ g j ~~~~~~~~~~~~~~~~~A1 tWAPAVAII

t \ / ),' / ~~~~~KERBSIDEAIY O UAIJY MvONITORING

t~~~~~~~~~~~~~~~~~~~~~~VtDADAt I W! A

) \ 9 ~~~~~~~~~~~~~~~~~~M3NUAHIV

t 9 ~~~~~~~~~~~KLRB3SIDi) AIIR 01~AI [TY M:.(N TORING ~~~

( 9 ~~~~~~~~~~~~~~~~~~~Ml'.Sl(Ni

N~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ I I EL MAt I % r Al N I;-) 13IY _ ~~~~~ROAD NLL!Rl (UNDIJI NAAQm) ..... RAII WAY LlNF. G 1 fARf L - ~~~~~~~~~~~~~~G7KA1 9ADI VI O t 2 3 4t km~ G3 BA%LDrA MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Summarized annual average data for 6 locations is presented in Table 3.4. Histograms of these results are presented in Figures 3.3 to 3.5. The following conclusions can be drawn from these results:

3 * Annual average for SO2 varied between 6 to 36 ig/m in MCGM area. Highest SO2 was recorded at Tilaknagar, located north of Industrial belt of Chembur. It is under the influence of higher level emissions from industries in Chembur and fuel burning in slum area and thus shows highest S02 level. NOx annual average was recorded between 13 to 69 pIg/m3 in MCGM area. There was no specific trend observed for NOx but at Khar and Maravali the annual values cross the limits. The higher NOx levels at Khar are attributed to heavy traffic while for Maravali it is attributed to industrial emissions in Chembur. During all the three

years S02 and NOx values at remaining locations are well below the annual NAAQ standards (60 Rg/m 3 for residential areas).

* Suspended particulate matter values varied between 154 to 388 FIg/m3. The highest values were recorded at Maravali that is located in the industrial belt near Chembur in the eastem suburbs. At all locations the SPM annual values exceeded the NAAQ annual standards i.e. 140 jig/M3 for all the three years.

• Annual average values for ammonia ranged between 41 and 361 jIg/M3, these levels are well below the annual NAAQ standards (100 pg/M3) at all stations except Maravii. The highest level of 361 jig/M3 was observed at Maravali Station located in the industrial belt near Chembur in the eastern suburbs, which may be due to proximity to Fertilizer Complex.

Table 3.4 Ambient Air Quality at Specific Locations for Last Three Years LOCATIONS PARAMETERS ( TYPE) 502 (ilm/r) 3 NOx (gig/m3) NH3 (99IM:) SPM (Pg/M3)

1998- 1999- 2000- 1998- 1999- 2000- 1998- 1999- 2000- 1998- 1999- 2000- 1999 2000 2001 1999 2000 2001 1999 2000 2001 1999 2000 2001 Worli (C)* 23 30.26 22.16 35 34.3 31.25 67 79.67 61.5 270 218 186.1 Khar ( CR) 13 20.87 16.16 48 36.35 69.25 121 78.1 82.58 280 306 290 Andheri 17 26.33 16.16 29 41.48 39.33 67 71.5 67 219 290 230.8 (I/C) I_I Borivali (R) 6 9.09 6.91 37 22.22 13.91 71 54.43 41.66 252 243 154.8

Tilaknagar - 35.41 22.58 - 46.21 38.75 - 82.45 82.0 - 341 282.2 (C) Maravali (I) 16 27.47 26.33 49 46.21 64.66 330 292.6 361.1 356 424 388 Note:Above yearly averages are taken for financialyears (March to April)from ESR of MCGM. C = commercial;I Industrial;R = Residential

3-9 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment An Air Pollution Index (API) based on air pollution standards of the three pollutants has been developed by MCGM combining the three pollutants. The API is computed on the basis of summation of the ratio of the observed concentrationsfor the three pollutants, S02, N02 and SPM, to the applicable pollutantspecific standard,divided by the numberof pollutants.

E (ObservedValue - pollutantspecific standard) X 100 API = Numberof pollutants

Based on this, API for six areas mentioned above is presented in Table 3.5 below.

Table 3.5 API for six areas in GreaterMumbai Location Type Air PollutionIndex Worli Commercial 59 Khar Commercial/Residential 81 Andheri Industrial/Commercial 68 Borivali Residential 56 Tilak nagar Commercial 67 Maravali Industrial 91

While pollutionin Maravaliis due to industrialbelt in Chembur,pollution in Khar is mainly attributed to transportsector. Air PollutionIndex Descriptordescribing the quality of air is given in Table 3.6

Table 3.6 Air PollutionIndex Descriptor Index Value API Range Descriptor 0 -25 Good 26 - 50 Fair 51 - 75 Moderate 76 - 100 Unsatisfactory Above 100 Harmful (Source: PollutionSensitivity Indicator, Environmental Status Report of MCGM,1999.)

It can be seen that the ambientair quality has not changedappreciably since the year 1998. The highestconcentrations were observedin 1999 for SPM, SO2 and ammonia. Whereas the values recorded in year 1998 and 2000 were almost same.

3-10 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment (B) Air Qualityat Traffic Intersections

MCGM also monitorsair quality at traffic intersectionsfor SO2, NOx, PM10 and CO on regular basis. Data at three different intersectionsis given in Table 3.7.

Table 3.7 Air Quality at Traffic Intersections

LOCATIONS PARAMETERS 3 3 3 S0 2 (4g/rM ) NOx (pg/m ) PM1 o (Pg/m ) CO (pg/rm ) 1998- 1999- 2000- 1998- 1999- 2000- 1998- 1999- 2000- 1998- 1999- 2000- 1999 2000 2001 1999 2000 2001 1999 2000 2001 1999 2000 2001 Mahim 16 50 40.36 522 419 300.0 451 291 244.0 10.7 9.1 5.91 Andheri - 98 100.9 - 520 314.4 - 520 343.0 - 11.9 7.05 Wadala 62 35.45 - 446 276.1 - 338 221.0 - 5.4 3.39 Note: Aboveyearly averagesare taken for financialyears from ESR of MCGM.

Data Interpretation

* Annual average for PM10 at traffic intersectionsvaried between 221 and 520 ~Ig/m3. Highestvalue (533 pg/m3) was recordedin March 2000, at Andheri west. 3 Lowest PM10 value was recordedin August 2000 at Mahim as 116 ,ig/m . These values are quite high and well above the PM10 standards for residential and industrialareas (See Table 3.2 for standards). * Annual average of Carbon monoxide at traffic intersectionis 5.4 to 11.9 4gIm3. Highest (11.9 4g/m3) was recorded at Andheri, which is above the standards prescribed. * Annualaverage for sulfur dioxide at traffic intersectionsvaried between16 to 100 ug/m3. Annual average for nitrogen oxide was between 276 and 522 pg/m3. The highestvalue for NOxwas recordedat Andheri in winter. . At Andheri west traffic intersection all parameters were recorded as highest through the year 2000-01 and exceededthe standards. * The annual averagevalues at traffic intersectionsfor all pollutantswere generally seen to be lower in the year 2000-01as against 1999-00.

3.2.3.4 StatisticalStudy by EMC, Mumbaion MCGM Data

The Environmental Management Centre (EMC), Mumbai carried out additional statistical analysis, while conducting the study for strengthening Air Quality Monitoringnetwork of MCGM. This analysis, based on the air quality data for 1997 - 1999 shows that on an average ambient air quality has not changed appreciably since the year 1998. However,the variationswithin the region are quite high as could be seen from Fig 3.6, 3.7 and 3.8. These figures present deviation from regional meansfor S02, NO, and SPM.

3-11 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The annual mean values for Greater Mumbai (calculated as average of annual

means of all monitoring stations in Greater Mumbai) for SO2, NO, and SPM for the year 1997, 1998 and 1999 are given in Table 3.8.

Table 3.8 Yearwise Reaional Mean Values of Pollutants for Greater Mumbai

Year SO2 |N2 SPM 1997 36 24 270 1998 40_ 25 p260< 1999 38_ 25 270

Unit: F,g/M3

Air QualitY Trend Analysi

The air quality trend analysis as reported in 'The study for strengthening the air quality monitoring network operated by MCGM, is summarized in the following paragraphs.

There is a statistically significant downward trend for SPM over the period 1997 to 1999 at Mulund, Bhandup, Ghatkopar, Mankhurd, Aniknagar, Sion and Worli. However, almost at all the stations in Mumbai there is a considerable, exceedence over standards for SPM, the average percentage of exceedence being 70%.

• In the case of NOx, no station reports a statistically downward trend. Two stations viz. Supari Tank and Mankhurd show statistically upward trend during 1997-99. Again stations such as Khar, Sion and Maravali show exceedences; which may lbe attributed to increase in vehicular traffic.

- The monitoring stations at Maravali, Supari Tank, Andheri and Jogeshwari show a statistically upward trend for S02, but the exceedences over standards are only marginal, being of the order of 5 to 10%.

From the time series representation of the trend of regional means (based on annual averages for the three pollutants NO,, S02 and SPM it is seen that the past trend is more or less continuing, except that the mean values have decreased marginally in the past 3 years.

SeasonalLevels of S02 The levels of S02 recorded at different sites in Mumbai are high during winter months as compared to those in monsoon. The levels are higher in winter by 1.2-8.7 times as compared to those in monsoon season, maximum increase recorded at Babula Tank which is 8.7 times higher and minimum increase found to be 1.2 times higher at Jogeshwari.

3-12 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment Seasonal Variationof NO, The levels are high during winter as compared to those in monsoon. The levels are higher by 2.3 to 7 times during winter and maximum increase was recorded at Bhandup and minimum increase was recorded at Sakinaka.

SeasonalPattem SPM levels are high during winter as compared to those in monsoon. The levels are higher in winter by 1.7-2.6 times. The maximum increase was recorded at Supari Tank and minimum at Babula Tank site.

Please refer to Fig 3.9 for the values of SO2, NO2 and SPM over the years.

3.2.3.5 Ambient Air Monitoring by NEERI

National Environmental Engineering and Research Institute (NEERI) a Govt. of India organization has been conducting ambient air quality monitoring at some locations in Mumbai as a part of the National Ambient Air Quality Monitoring Program (NAAQM). The monitoring has been carried out for different parameter such as S02, NO,, SPM,

PM10, H2S, NH3 etc. The annual average data is summarized in the form of graphs in Fig. 3.10 to 3.12 for Kabladevi, Parel and Bandra locations respectively. Specific comments are as follows:

* SO2 and NOx are in general well below the air quality standards at all locations * SPM levels exceed the annual average residential area standards of 140 ,ug/m3. Highest values were observed in 1997 (except Parel). Since 1997 the SPM levels show a decreasing trend.

. PM10 levels too exceed the annual average residential area standards of 60 gg/Mm3. Here too the highest values were observed in 1997 (except Parel). Since

1997 the PM1O levels show a decreasing trend, although they continue to exceed the standards.

3.2.3.6 Salient Features of URBAIR Study

The URBAIR study6 for Greater Mumbai was taken up as a part the URBAIR program (A World Bank funded project) which aimed at improving air quality of Metro Manila, DKI Jakarta, Greater Mumbai and Kathmandu Valley. The URBAIR study lays emphasis on developing Air Quality Management strategy, which takes into account the costs and benefits of proposed actions identified for abating air pollution. The study used the following steps to develop an Air Quality Management strategy for Greater Mumbai.

- Air quality assessment 4 Environmental Damage Assessment * Abatement options assessment * Optimumcontrol strategy

3-13 Mumbai UrbanTransport Project ConsolidatedEnvironmental Assessment

Assessment were based on monitoring data from MCGM - network of 22 stations, GEMS network operated by NEERI and Maharashtra Pollution Control Board (MPCB) and various other monitoring sites inside and outside Mumbai.

Maior BaselineFindings Wereas follows: * The average total suspended particle (TSP) concentration in Mumbai region has increased considerably since 1980 from 200 p.g/m3 to 250 4g/m3 in 1991. Maravali and Chembur Naka showed highest TSP levels. Total annual emission of TSP was estimated to 32,000 tons / year.

* PM10 has not recently been measured in Mumbai. The study by WHO in 1985 on 'human exposure to respirable particles' indicated that the concentrations of, and

exposure to PM,0 in Mumbai in 1982 were much higher than the WHO air quality guideline. Total annual emission of PMj0 was estimated to 16,000-tons/ year.

* As per MCGM monitoring (1980 - 87) annual average levels for lead ranged between 0.5 to 1.3 Rg/m3 , which exceeded the WHO guidelines. From 1980 to 1987, average concentration in the air nearly doubled.

* NOx increased by about 25 % while, sulfur dioxide concentration declined due to increased use of natural gas and low sulfur coal.

3.2.3.7 Overall Conclusions

by monitoring done by MCGB. Also SO2 and NOx levels have not changed significantly since 1996 when ambient air quality was monitored for SLEA, MLEA and PLEA purposes.

All studies have shown that PM1,9 and SPM exceed the NAAQS at almost all residential and industrial locatio:- and also at traffic intersections. For both SPM and

PM10, the highest values were observed in 1997 (except Parel). Since 1997 both pollutants show a decreasing trend, although they continue to exceed the standards.

It is clear, that a comprehensive strategy is needed to bring levels of SPM and PM10 within levels of NAAQ standards gradually over the years.

6 URBAIR- UrbanAir QualityManagement Strategy in Asia, World BankTechnical PaperNo. 381,1997.

3-14 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Fig.3.3 Annual Trends of SO 2 in MCGMarea

t 70 0 50 * 40 ~30- *~20 - 10 0

~~,O~

0 02 1998* S02 19990 S022000 0 S02Annual Standard

Fig.3.4 AnnualTrends of NOx in MCGMarea

-|80 70 60 so .2 40 tUE so6'30 £,o'5\>g9¢2 &

10 0

01998 U 1999 02000 0 Annual Standard

3-15 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Fig. 3.5 Annual Trends of SPM in MCGM area

500 - 400- i 300 - .2 200

C) 100 0 C.) 0

>o9 0:0t%

,01998 *1999 02000 OAnnual Standard

Fig. 3.6 Deviation of SO2 from Regional Mean

90 Values of Regional= Mean Khar c3 80 *Andheri E 70 O Borivali _OMaravali 50 40 so30

0 1997 1998 1999 2000 Year

3-16 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Fig. 3.7 Deviation of NOx from Regional Mean

70 - E 60- Valuesof RegionalMean *S 500 .240 30

20 010 0 1997 1998 1999 2000 Year O Khar *Andheri OBorivali OMaravali

Fig. 3.8 Deviation of SPM From Regional Mean

|500Regional Mean E g 400-

C 300 0 200 ~1 00 C. 0 0,c I :f 1997 1998 1999 2000 Year OKhar *Andheri o Borivali OMaravali

3-17 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Fig. 3.9 Trend Of Pollutants Over The Years

400

- 350 t_ _ 300 *, 250 .° 200 c 150 o 100

50 _ _ so 0 1978 1980 1982 1984 1986 1988 1990 1998 2000 -- SPM +-N02 + S02 Years

Fig.3.1 0 AnnualTrends of Air Pollutants at Kalbadevi

E 350

250 0 ,19200300 f_ _ /

150_ (D 100 0 5Q 0 1992 1993 1994 1995 1996 1997 1998 1999 2000

--S02 --&--NOx -iSPM -- PMI0

3-18 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Fig. 3.11 Annual Trends of Air Pollutants at Parel

, 300 - E t- 250- 200- 150

c 100

Ooso500 -=41

1992 1993 1994 1995 1996 1997 1998 1999 2000

A S02 A NOx A SPM + PM10

Fig. 3.12Annual Trends of Air Pollutants at Bandra

450 400 350 E 300 250 200 .0 150 I 100

O0 0 . __ L _

0 1992 1994 1995 1996 1997 1998 1999 2000 +s--S02 A NOx A SPM +A PM10

3-19 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

3.2.4 NoiseQuality

Increasingpopulation and traffic densitieshave led to increasedlevels of noise. Noiseis the resultof a numberof activitiessuch as roadtraffic, aircraft, railways and industrialand commercialactivities. Noise due to traffic (includinghawkers) is the predominant source of irritation.

Noiseon accountof publicprocessions, festivals, marriage parties, political meetings andsuch other activities is alsosubstantial.

Public places like railway platforms, bus terminals and even airport terminals are also excessively noisy. Auto rickshaws, two wheelers and many diesel vehicles generate high noise levels.

The range of noise levels observed in Mumbai in the years 1997 -99 are represented in Table 3.9.

Table 3.9 Ambient Noise Quality AREA Noise levels(dB) In Mumbai C.P.C.B. Standards 1997 1998 1999 Day dB/A Night dB/A Residential 55 - 85 57 - 82 46 - 113 55 45 Commercial 62 - 86 72- 80 58 - 113 65 55 Traffic near Industrial Area 70 - 88 72 - 88 70 - 103 75 70 Airport area 92 - 94 78 - 90 86 - 103 65 55

Silence zone - 54 - 60 48 - 85 50 40 Source: ESR of MCGM, 1997-98to 1999-2000

Noise levels in Mumbai were observed to exceed the CPCB ambient noise standards.

3-20 MumbaiUrban Transport Project EnvironmentalAssessment

3.2.5 EcologicalStatus

CoastalAreas

The environmentallysensitive locations in Greater Mumbai are mainly the coastal stretches,some of which have mangrovesand the SanjayGandhi NationalPark havingdense forests.

Wetlandsand Mangroves

Mumbai'scoastline exhibits beautiful natural mangrove vegetation. The floraconsists of Bruguiera,Excoecaria candiria, Sonocia sps. and Sonneratiaapetala, Rhizophora mucronataand Avicinia apatala.Avicinia apatalais commonlyavailable around Thane,Diwa, Mahim Creek and Thane Creek. CRZ Regulations,1991 providefor protectionof mangroves.As requiredby the CRZ Regulation,1991, Coastal Zone ManagementPlan (CZMP)for GreaterMumbai has been preparedby GoM and approvedby MoEF. TheCoastal Regulation Zones (I, II and l1l)are shownin Figure 3.13.7

Forestsand Wildlife

As per the sanctionedRegional Plan for MumbaiMetropolitan Region Area (1996- 2011)the total forestarea is 1090.62sq.km, which is 25.75%of the total land area. The areacan be classifiedas givenbelow:

Theseforest resources are underpressure due to illicitfelling of trees,encroachment for agricultureand fuel purposes.The NationalParks and Sanctuarieslocated in the MMR are listed in Table 3.10.

The coastalwet lands,forests and naturalreserves in MMRare shownin Figure 3.14.

7 CRZ I - a) Areas that are ecologicallysensitive and important;b)Area between the LowTide Line and High Tide Line. CRZ II - The areas where buildingsand infrastructurehave already been developed. CRZ IlIlAreas that are relativelyundisturbed and thosewhich do not belongto either category I and 11. 3-21 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

FIGURE3.13 COASTAL REGULATIONMAP

COASTALZONE MANAGEMENT PLAN FOR

GREATERMUMBAI

1r_ ~~~~~~~~~~~~~~~~IETAIDDDAODOP,IOEEOA'AOAEDREOOD. D,D?IRAP

>,.,~~~~~~~~~~~EDAOEIODO.WAEtM.MRROD- RDDIDMMM

SCALE:I1:2500

F D D_ D S RA.S MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

FIGURE3.14 COASTALWETLANDS, FORESTS & NATURAL

MUMBAI URBAN TRANSPORTPROJECT ENVIRONMENTALASSESSMENT

RESERVES

23 MumbaiUrban Transport Project EnvironmentalAssessment

Table 3.10 Detailsof the Natural Reserves Nameof the National Areain District PrincipalWildlife Park/Wildlife/Sanctuary/ sq.km GameReserve SanjayGandhi National 103.09 Greater Nearly43 mammalsbelonging to 8 natural Park,Borivali Mumbai ordersand 17families are reported and Thane Animalspecies in thispark includethe following eightendangered species, viz, Panther,Rusty spottedcat, Jungle cat, Jackal, Small Indian civet,common Palm civet, four hornedAntelope andMouse deer. Parkhas vegetation types ranging from mangroveforests to semi-evergreenforests whichcontains various economical, medicinal aromaticand ornamental plant species The Kanhericaves, located within the parkare of higharchaeological value. KarnalaBird Sanctuary 4.48 Raigad The Sanctuaryhas southern tropical deciduous vegetation Knownfor 150different species of birdslike spotteddove, black winged kite, tailor birds, whitebacked Vulture, etc.

MahimNature Park 0.15 Greater About40 varietiesof migratorybirds visit every Mumbai season.

3.2.6 Socio-EconomicCharacteristics

The report on Regional Plan for Mumbai MetropolitanRegion, 1996- 2011, based on a multi purpose household survey carried out in 1990, presents the following socio economic characteristicsof the populationof MMR:

Demographicand Socio-EconomicProfile of MMR

The average household size in Urban MMR is 5.1 with a sex ratio of about 880 females per 1,000 males. About 60% of householdshave between4 and 5 members while about 20% are single member households. Navi Mumbai has the lowest average householdsize of 4.3.

Mother tongue of nearly 50% of the households is Marathi followed by Gujarati (15%), Hindi (9%) and Urdu (6%). Western suburbs of Mumbai display a highly cosmopolitannature.

About 46% of the households are migrants. Of these, about 20% have settled in Mumbai during the past 10 years. Migrantswith their origins in rural areas constitute about 65%. About 57% of the migrants are from outside Maharashtra.

3-24 MumbaiUrban Transport Project EnvironmentalAssessment

Unemploymentis not a serious problem. Only about 5% of the total work force are on the lookout for employment. The average number of earners per household is 1.7. Among all householdsthe average incomeis Rs.2, 600 per month. Assuminga monthly income of Rs.1, 000 as the povertylevel, about 23% of the householdsare in this categoryagainst 7% who have an incomeof over Rs.5, 000 per month.

Health

The environmentalhealth status of GreaterMumbai is largely affectedby the fact that half of its population lives in slum colonies or pavements.Slum dwellers suffer from the exposure to air pollution in form of smoke, foul smells from municipal garbage & dumping grounds,traffic pollution and noise pollution.It is observedthat majority of the slum and pavement dwellers are susceptibleto diarrhoea, dysentery, typhoid, jaundice,colds and coughs,flu, bronchitisand asthma.

The health status of the general public has also been reported to be affected in industrialand congestedtraffic areas of Mumbai.Notable among these is Chembur area with heavy industries.Malaria is perceivedas a major health-relatedproblem. As regards other ailments, Gastro-intestinal disorder, pregnancy related and respiratoryproblems are acknowledgedas the more commonones. The causes for the health problems are attributed to open drains mosquito menace and to air pollution. Accumulatedgarbage is also perceived as an importantfactor leading to poor health.

Studies in Mumbai have shown that effect of gases and particulate matter from vehicles and industriesis manifestedin the respiratorydiseases in the people either working in or staying nearthe sourceof pollution.

Socio-Economic Characteristics of PAHs

MMRDA has prepareda ResettlementAction Plan (RAP) for the PAHs to alleviate the adverse social impacts associatedwith the implementationof MUTP. In MUTP about 19000families are likelyto be affectedand will requiresettlement.

Out of the total number of 19228 PAHs, baselinesurvey in case of eight subprojects involving 15267 PAHs has been completed. For the remaining sub projects the survey work is in progress. From the availabledata the principal characteristicsof the PAHs can be deducedas follows:

* More than 99% of the PAHs are squattersand do not have any tenurial rights of the land they occupy. Less than 1% of PAHs are legal owners or tenants of the land or buildingsthey occupy. * The monthly mean householdincome is Rs.2943,which is 1.8 times the official poverty line for the urban household, 35% of the households are below the povertyline.

3-25 MumbaiUrban Transport Project EnvironmentalAssessment

* The average household size is 4.06. Nearly 13% of the householdsare women- headed. The percentageof workers to total populationis 36%. Out of the total workers, a third are self-employedand a sixth are engagedas casual labour. * Most of the squatter settlements have drinking water through stand posts, sanitation facilities are by way of communitytoilets but inadequate in numbers. The maintenanceof these facilitiesis poor. Lack of storm water drainage subjects some of these settlementsto flooding during monsoon. Collectionof solid waste is not satisfactory. Settlementsnear railway suffer noise pollution and pose a threat to the lives of the residentsand to the safe passageof trains. Generallythe standardsof health and hygieneleave much to be desired. * Less than 2% of the PAH belongto the Sc8heduleTribes. However,that itself is not an indication of their being 'indigenous people". Though they might have originally belongedto tribal communities in the distant past, as of now they are integrated with the city life and do not have their traditional habitat or follow traditional ways of life. The social impact of the project on such people would therefore be similar to other PAH's. In any case there is general reluctance to reveal the caste or tribe during surveys and data on tribal origins of PAH's has not been includedthe baseline socio-economicsurveys.

Additional details of demographic, social, economic and environmental characteristicsbased on the baseline survey of 11760 PAHs (out of which 10493 are residenthouseholds) carried out so far are given in Appendix 3.1.

3-26 SECTORAL ENVIRONMENTAL ASSESSMENT

MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

CHAPTER4. SECTORALENVIRONMENTAL ASSESSMENT

4.1 BACKGROUND

MMRDA during 1993 to 1996 undertook preparationof the Regional Plan for MMR 1996-2011.On completionof public consultationGoM has approved this Regional Plan in 1999.' The Regional Plan after carrying out the necessary analysis of the economic and demographictrends has arrived at the forecast of population and employmentfor the MMR.These are given in Table4.1 below.

Table 4.1 MMR: Populationand Employment('000)

Sub Region 1991 2001 2011 Growth Rate % Population 91-01 01-11 Island City 3175 3000 2825 -0.57 -0.60 Western Suburbs 3948 4930 5910 2.25 1.83 Eastern Suburbs 2803 3500 4196 2.25 1.83 Greater Mumbai 9926 11430 12931 1.42 1.24 Rest of MMR 4608 7056 9510 4.35 3.03 MMR - Total 14534 18486 22441 2.43 1.96 Employment Island City 1349 1320 1271 -0.21 -0.38 Western Suburbs 638 863 1241 3.06 3.71 Eastern Suburbs 438 612 881 3.40 3.71 GreaterMumbai 2425 2795 3393 1.43 1.95 Rest of MMR 798 1344 2040 5.35 4.26 MMR - Total 3223 4139 5433 2.53 2.76

The population of Greater Mumbaiaccording to Census2001 is 11,914,398.This is indicative of the fact that estimatesof the Regional Plan are likely to be reasonably accurate.

The Regional Plan also providesthe estimatesof private vehicle ownership,which would in turn define the modal compositionof the travel demand. These estimates are given in Table 4.2.

RegionalPlan for MumbaiMetropolitan Region 1996-2011, MMRDA, 1996

4-1 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

Table 4.2 MMR PrivateVehicle Ownership

SubRegion 1991 2011 (Low .2011 (High

______(Actual) Estimates) Estimates) No of Private Vehicles GreaterMumbai 506959 943676 1214220 Rest of MMR 128213 412822 451115 MMR 635172 1356498 1665335 Vehicles/1000population Greater Mumbai 51.1 67.4 86.7 Rest of MMR 28.5 50.3 55.0 MMR 44.0 61.1 75.0

Private vehicles are thus expected to grow at a rate of 4.95 percent per annum as against the populationgrowth rate of 2.19 per cent per annum.

The Regional Plan provides a growth managementframework covering following sectors. * IndustrialGrowth * Office Location * Shelter * Urban Land * Water ResourceDevelopment . Transport * Environment 2 * Land use and DevelopmentControl.

4.2 COMPREHENSIVETRANSPORT STRATEGY (CTS)

Concurrentlywith the preparationof Regional Plan, MMRDA undertook preparation of ComprehensiveTransport Strategy (CTS)3 that formed an importantcomponent of the Regional Plan. The methodologyfollowed for formulation of CTS is depicted in flow chart given Figure4.1.

Some of the salient findingsof the CTS are describedbelow.

Travel Demand The peak period travel demand as observed during the surveys carried out for the CTS in 1993 and its forecastfor 2011 is given in Table 4.3

2 Based on the outcomeof the studies carried out underthe World Bank assistedMetropolitan Environment ImprovementProgram.

3ComprehensiveTransport Strategyfor BombayMetropolitan Region, Final Report,WS Atkins Internationalin associationwith KirloskarConsultants Limited and OperationsResearch Group, July 1994.

4-2 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 4.3 Peak PeriodTravel Demand

1993 Percent 2011 Percent Total Trips 2154860 3260431 Public Transport 1893751 88% 2770691 85% Private Vehicles 148167 7% 289516 9% Taxi and Auto Rickshaw 112942 5% 200224 6% Average Trip Length(km) . Public Transport(Average) 15.06 - 12.36 - * Bus 4.67 - 4.67 . Rail 22.15 - 17.72 * PrivateVehicles 14.17 - 12.10 * Taxi 5.77 - 3.99

The total peak period travel demand is estimated to grow by 51% over 18 years period from 1993 to 2011.Theshare of trips by public transportwould decreasefrom 88% to 85 %. Althoughthe share of privatetrips would marginallyincrease by 3 %, in absolute numbers private trips would increase by 87% ( from 2,61,109 in 1993 to 4,89,740 in 2011). The average trip lengths are likely to decrease on account of emerging pattern of dispersed employment distribution. Substantially longer trips along with significant share in total trips are a clear indicator of significant role of suburbanrail transport in meetingthe travel demand.

4-3 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

FIGURE 4.1 METHODOLOGY FOLLOWED FOR FORMULATION OF CTS

P Surveys of Travel o Demand and Travel Behavior f

Validation of a Mathematical Model

Population and Prediction of Forecast of Employment t Travel Demand for .Income and Distribution for _P 2011 Vehicle Ownership 201 1 from Regional Plan

Identifying altemative strategies to meet the Travel Demand e.g. Public Transport vs. Private Transport

Evaluating the an. natives with reference to . Economic Analysis * Financial Sustainability * Environmental Impact * Social (Resettlement Impact)

Translating the preferred alternative into a medium and long-term investment program.

4-4 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

4.3 SECTORALSTRATEGY OPTIONS

In order to meet the projected travel demand the CTS identified the three strategic options. To facilitate comparison with the base level a "Do minimum" option was also identified. (Instead of a commonly used "Do Nothing " option". These four options as identified by the CTS are as follows:

* Do Minimum: This option contained all the committed railway and road projects as envisaged in 1993. . Public Transport: In addition to all the committed projects of 'Do Minimum' option, this option contained many railway projects to increase the capacity of rail transport. * Public Transportation with Demand Management: The option contained all the projects of 'Public Transport ' option and demand management measures such as, cordon pricing and parking control in the Island City. * Road Investment: In this option, the emphasis was laid on road projects, which are expected to encourage private vehicle trips. The option also included all the committed projects in "Do Minimum' option.

Mumbai has had a series of transport planning exercises from 1962. Each one of these had proposed a number of projects, providing a long list of discrete projects. Many of these have not been implemented mainly on account of paucity of resources. The CTS has therefore divided and regrouped these projects to represent the above strategies. These are described below in further details.

4.3.1 Do Minimum or Minimum Intervention

This option includes rail and road projects, which were underway, or the committed projects. (Refer Table 4.4.) The road projects were expected to relieve immediate pressure on highly congested road sections. Amongst rail projects it includes establishment of the MTP rail line to Belapur and its extension to Panvel in Navi Mumbai and new rail lines viz. Belapur to Uran and Vashi to Kalva.

Table 4.4 Projects under Do Minimum Option

Sr. No. Projects Location Geographic _ _ _ j ______Zone ROAD PROJECTS 1 ROB at Mahimlconnectionto SB Marg Mahim Island City 2 Flyoverat Dadaron SB Marg Dadar Island City 3 Jogeshwari- Vikhroli link Jogeshwari & Western/Eastern Vikhroli Suburbs 4 Juhu Tara Road widening Juhu WesternSuburbs 5 Improvements to all roads currently of poor quality

4-5 Mumbai Urban TransportProject Consolidated Environmental Assessment

Sr. No. Projects Location Geographic Zone 6 New Mumbairoad improvements New Mumbai Rest of MMR

7 Dadar W Gyratory* Dadar Island City

8 ROB at Jogeshwari in lieu of L.C.No. 25* Jogeshwari Western Suburbs RAILWAY PROJECTS 9 Belapur - Panvel line New Mumbai Rest of MMR

10 Vashi - Turbhe - KaNwafor passenger services New Mumbai/ Rest of MMR Kalwa

11 Belapur- Uran New Mumbai I Rest of MMR

Note: Projects at Sr.No. 3, 7 and 8 though includedin the 'Do Minimum"option in CTS these have not yet been completedand are includedin the MUTP'sinvestment program.

4.3.2 Public Transport or Rail Investment Option

This option includes the projects of 'Do Minimum' and investment to increase capacities of both the Western and Central Railways through various service enhancement measures and by constructing new rail corridors. These measures are as follows:

* Remodelling of trains from 9 to 12 car rakes to increase passenger carrying capacity, * Construction of Road Over Bridges (ROBs) on both Western and Central Railways to avoid interruptions due to level crossings, and thus to reduce headway time. * Enhancement of signaling and power supply, * Capacity enhancement by adding 5th rail link between Santacruz - Borivali and 2 lines between Borivali - Virar, * New semi terminus facilities at Bandra to allow reversing of trains to cater to Bandra Kurla Complex, and construction of high-level terminus at Bandra. * Bandra-Kurla Railway * Construction of new rail corridor between Wadala and Fort * Addition of rail corridors to existing lines between Kurla Bhandup and Andheri - Goregaon. * Improvement of stations for the accommodation of longer trains and better passenger circulation, and * Re-engineering of cars (for more standing capacity) and increase in rolling stock.

4-6 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

4.3.3 Public Transport + Demand Management

It would not be possible to commensurately increase the road and parking capacity particularly in the Island City, with the increasing ownership of private. In addition to investment in Public Transport, it would therefore be imperative to manage (restrain) the travel demand by private vehicles in the Island City. The demand management measures for Island City identified in CTS study are briefly presented here.

Parking Control:

Parking fee is proposed to be levied for kerbside parking as well as for parking throughout CBD from Colaba in South to Marine Lines and Phule Market in North. Regulatory measures are recommended to eliminate double and triple row parking.

CordonPricina:

Daily cordon charges at South Island cordons are expected to reduce traffic to Island City.

Enhancement of Bus Service:

Cordon pricing and parking control measures would be successful in reducing private vehicle trips to Island City, only if acceptable alternative public transportation modes are available. Enhancement of bus service in both quantity and quality was seen as critical to attract private vehicle owners to use the public transport system. A fleet of air-conditioned buses at prices competitive to the Cordon is suggested.

The road and rail projects under this option are shown under Table 4.5

TABLE 4.5 PROJECTS UNDER PUBLIC TRANSPORT OPTION

No. I Projects Location Geographic Zone ROAD PROJECTS 1 ROB at Mahim/connectionto SB Marg Mahim Island City 2 Flyoverat Dadar on SB Marg Dadar Island City 3 Jogeshwari - Vikhroli link road Jogeshwari & Western/Eastern Vikhroli Suburbsl 4 Juhu Tara Road widening Juhu Westem Suburbs 5 Improvementsto all roads currentlyof poorquality 6 New Mumbairoad improvements New Mumbai Rest of MMR 7 Dadar W Gyratory Dadar Island City 8 ROB at Jogeshwari in lieu of L.C.No. 25 Jogeshwari Westem Suburbs

4-7 Mumbai Urban TransportProject Consolidated Environmental Assessment

No. I Projects Location Geographic Zone RAILWAY PROJECTS 9 Quadrupling Borivali - Virar Borivali- Virar Western Suburbs/ Rest of MMR

10- 5 line Santacruz- Borivali Santacruz to Westem Suburbs Borivali 11 ResignallinglPowersupply strengtheningAndheri - Andheri to Westem Suburbs Borvali Borvali 12 ROB at Vile Parle in lieu of L.C. No. 21 Vile Parle Westem Suburbs

13 ROB at Jogeshwariin lieu of L.C. No. 26 & 27 Jogeshwari Westem Suburbs

14 ROB at Kandivaliin lieu of L.C. No. 31 Kandivali Westem Suburbs

15 j ROB at Borivali in lieu of L.C. No. 33 Borvali Westem Suburbs 16 ROB at Dahisarin lieu of L.C. No. 34 Dahisar Westem Suburbs

17 ROB at Mira road - Bhayanderin lieu of L.C. No. road to Rest of MMR 35 . yander 18 ROB at Naigaonin lieu of L.C. No. 36 Naigaon Rest of MMR 19 ROB at Nalasoparain lieu of L.C. No. 38 Nalasopara Rest of MMR

20 ROB at Virar in lieu of L.C. No. 40 Virar Rest of MMR

21 ROB at Chunabhattiin lieu of L.C. No. 1 Chunabhatti Eastem Suburbs

22 ROB at Kurla Kurla Eastem Suburbs 23 ROB at Vikhroli in lieu of L.C. No. 14 Vikhroli Eastern Suburbs

24 ROB at Netivali Netivali Rest of MMR

25 ROB at Katai Katai Rest of MMR 26 Bandra- Kurla (H.L. Terminusat Bandra)link Bandrato Kurla Westem/Eastem Suburbs 27 QuadruplingMankhurd- Kurla Kurla to Eastern Suburbs/ Mankhurd Rest of MMR 28 New semi terminusat Mankhurd/Thanearea Mankhurd/Thane Rest of MMR 29 Resignalling / Power supply - strengthening Harbour - I 30 6th CorridorWadala - Fort Market Fort - Wadala Island City

31 6th Corridor Kurla - Bhandup Kuria - Bhandup EasternSuburbs

32 6th CorridorAndheri - Goregaon Andher - Western Suburbs Gorec; 33 Grade Separation6th Corridor/5thlane at Bandra- Bandr. ahim Island City/ Mahim Western Suburbs 34 Belapur - Panvel line New Mumbai Rest of MMR

4-8 Mumbai Urban TransportProject Consolidated Environmental Assessment

No. Projects Location GeographicZone 35 Vashi - Turbhe - Katwa for passenger services New Mumbail Rest of MMR Kalwa 36 Belapur- Uran New Mumbai Rest of MMR

37 DivaJct. - Vasai road Diva - Vasai Rest of MMR Note:Projects at Sr.No 2,14, 34 havebeen completed

4.3.4 Road Investment

The focus in this option is on improvingthe road carryingcapacity of the region by taking up moderateroad investmentprojects, in additionto the road and rail projects included in the 'Do Minimum' option. The major road projects proposed under this option include Bhiwandi - Kalyan, Kalyan - Shil, Thane - Ghodbunder, Anik- Panjarpole, Panvel By-pass, Mahape - Shil, Kalwa - Dighe and Santacruz - Chembur link, Nalasopara - Bhiwandi link, Panvel - Kalyan link, Vasai - Virar NH8 connector, Eastern Freeway and Western Relief Road Completion. The list of projects to be undertakenunder this investmentoption is given in Table 4.6.

TABLE 4.6 PROJECTSUNDER ROAD INVESTMENTOPTION

No. Projects Location GeographicZone ROAD PROJECTS 1 ROBat Mahim/connectionto SB Marg Mahim IslandCity 2 Flyoverat Dadaron SB Marg Dadar IslandCity

3 Jogeshwari- Vikhroli link road Jogeshwari & Westem/Eastem Vikhroli Suburbs 4 JuhuTara Road widening Juhu WestemSuburbs 5 Improvementsto all roadscurrently of poor quality 6 New Mumbairoad improvements New Mumbai Rest of MMR 7 Dadar W Gyratory Dadar Island City 8 ROB at Jogeshwariin lieu of L.C.No.25 Jogeshwari Westem Suburbs 9 Bhiwandi- Kalyan Bhiwandito Kalyan Rest of MMR 10 Kalyan- Shil Kalyanto Shil Rest of MMR 11 KalwaBridge doubling Kalwa Rest of MMR 12 Thane -Ghodbunder Thane to Rest of MMR Ghodbunder 13 Anik - Panjarpole+ Link road Anik to Panjarpole Island City/ & Sion to Chembur EasternSuburbs 14 Panvel By-pass Panvel Rest of MMR 15 Mahape- Shil Mahapeto Shil Rest of MMR

4-9 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

No. Projects Location GeographicZone 16 Kalwa- Dighe Kalwato Dighe Restof MMR 17 West Relief road completion Bandrato Dahisar Westem Suburbs 18 Santacruz- Chemburlink Santacruz to Westem/Eastem Chembur Suburbs 19 Nalasopara- Bhiwandi Nalasopara to Rest of MMR Bhiwandi 20 EasternFreeway Ext. Island City, Eastem Suburbs & Rest of MMR 21 Panvel to Kalyan Panvelto Kalyan Rest of MMR 22 W to NH8 Connector Vasai to Virar Rest of MMR 23 Airoli Bridge Airoli Rest of MMR 24 Bandra-Worlibridge Bandrato Worli lslandMhestem Suburbs

Note: Projects at Sr. No. 11,12 and 23 have been completedand projects at Sr.No. 14 and 24 are under construction.

Preferred Option The CTS evaluated these options on the basis economic analysis. ancial sustainability, environmentaland social (resettlement) impacts and reco:mMended Pubic Transport + Demand ManagementIN THE Island City as the most preferred strategic option.

4.4 ENVIRONMENTALASSESSMENT

CTS included environmentalassessment of strategic options in a limited way by consideringvehicular emission loads associaredwith each option. It did not include environmentalimpact assessmentof individualprojects and the associated EMPs. It was therefore necessaryto undertake environmentalassessment at the sector as well as project level accordingto the OP 4.01 of the World Bank. MMRDA undertook and completedsuch an exercisethrough consultantsin 1998.

4.5 SECTORALLEVEL ENVIRONMENTALASSESSMENT

At sectoral level, environmentalimpacts are seen as arising due to sectoral policies, programs,operations and regulations.Sectoral EnvironmentalAssessment (SLEA)4 refers to the assessmentof environmentalimpacts due to transportationsector as a whole. Thus, it includes the environmentalimpacts due to physical transportation activities (transportationthrough road and rail), governmentpolicies and other traffic

4 SectoralLevel EnvironmentalAssessment of MUTP - II by AIC Watson ConsultantsLtd., March 1998

4-10 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

management measures. The impacts are synergetic in the sense, that impacts due to each of the above factors cannot be seen or estimated in isolation.

SLEA is carried out for the four strategic transport options for MMR described in the previous section. For the purpose of environmental analysis, MMR was divided into four sub regions - Island City, Western Suburbs, Eastern Suburbs and the Rest of MMR -- to assess environmental impacts of transport options with respect to each sub region.

The Island City

There is practically no land available for future development in the city except for the Mumbai Port Trust land holdings and areas of wholesale markets and textile mills. The development of these patches of land for commercial and residential uses would require further improvement of service infrastructure, including that of transportation, which is already under strain. This development is envisaged mainly in the eastern part of Island City and is likely to be biased toward commercial sector due to high land prices. The eastern road corridors being already congested because of commercial goods traffic to and from the port, the Central Railways would experience the burden of transportation due to further development of the area. The economic characteristics of the city are also changing from the manufacturing to service sector, which will manifest into change in the nature of employment from blue collar to white collar jobs.

In 1980 -90 decade has shown decline in the population of Island City. The developments of the port land holding may arrest this decline by making land available for the redistribution of residential population in the city or by arresting out - migration as a result of increased employment opportunities due to the economic regeneration of the city.

Suburbs

There is potential for infill in the northem suburbs due to which this sub - area may see increase in population density. Moreover, MMRDA's plan to develop Bandra Kurla / Mahim Creek area into a commercial complex is likely to create about 150,000 jobs. Apart from other land development benefits, the development of this commercial complex is expected to reduce vehicle trips between the Island City and suburbs.

Rest of MMR

The towns along the northern extension of Western railway viz. Mira, Bhayander, Vasai, Nallasopara, Navghar, Manikpur and Virar have essentially grown due to easy access to Mumbai by suburban rail corridor. Industrial development has taken place in North - Eastern extension of Central Railway in the towns of Thane, Kalyan and

4-11 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Ulhasnagar. There is possibility of improving rail capacity to these areas. As a result, steady growth is expected in this region.

The constraints restricting the growth of New Mumbai are expected to be overcome with the completion of the MTP rail line to Belapur and its planned extension to Panvel. Water supply in the area is adequate. The relocation of wholesale market to the area, which is underway, is likely to generate more economic activity in this are. The area has shown increase in the pace of growth during the past few years.

The land use in the remaining parts of MMR is primarily agriculture. In this sub region, Alibag I Pen and areas along the railway corridor from Neral to Khopoli are likely to grow. There is already a fertilizer plant in Alibag, which is likely to expand. Some more industries may come to the area, as a result of which employment in the region may increase.

Apart from the sectoral environmental impacts, the individual sub-projects would have localized environmental impacts. For this purpose detailed Micro-level Environmental Assessment (MLEA) of major individual schemes and for groups of similar projects programmatic level environmental assessment of generic sub- projects (PLEA) was carried out.

The remainder of this chapter describes the following:

* SLEA Methodology * Environmental Evaluation of Sectoral Strategic Options * Environmental Impacts of Flyovers - Sectoral perspective

4.6 SLEA METHODOLOGY

Brief SLEA methodology of various parameters is given below in the concerned sections. Detailed methodology used for SEA is given in Section 3 of Sectoral Level Environmental Assessment Report of MUTP, March 1998 prepared by Montgomery Watson Consultants Ltd. and is attached as Appendix 4.1.

The four environmental components used for SLEA were:

* Air quality * Noise * Ecological . Social * In addition Transport Service Indicators are also used.

Air quality and noise are the main environmental components that will be impacted by transportation. Since the implementation of individual investment schemes under each transport option could give rise to ecological and social impacts (particularly

4-12 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

those related to relocation and rehabilitation of displaced people), these impacts are also considered in the assessment to identify mitigation measures to be taken up at sectoral / policy level. A number of indicators / indices are identified to estimate the impacts on the above four environmental components. In addition, congestion and overcrowding are also transport-related factors that directly affect the passengers' health. These are also captured through appropriate indicators. Table 4.7 lists the indicators that were used for SLEA.

Table 4.7 Environmental Impact lndicatorsmlndicesUsed in SEA Environmental Index Description Air Quality CO concentrationin mg/NM" AmbientCO conc. due to transportoption S02 concentrationin gg/NM3 AmbientS02 conc. due to transportoption NOx concentrationin l.igINM3 AmbientNOx conc. due to transportoption Pb concentrationin .Lg/NMW Ambient Pb conc. due to transport option. Since unleaded petrolhas been introducedthis index is no longer valid. 3 PM1Oconcentration in gg/NM AmbientPM 10 conc. due to transportoption Noise Traffic Noise Index (Day) - TNI % of length of road links exceeding daytime standard (day) weightedby populationwith 150 m of the curb Traffic Noise Index (Night) - TNI % of lengthof road links exceedingnighttime standard (night) Ecology Ecological Impactindicator (NaturalWeighted total area of road/rail alignment intercepted by system) El-1 natural ecological system classified into different categories accordingto their importance Ecological Impact indicator (Man- Weightedtotal area of road/railalignment intercepted by man- made system) EI-2 made natural systems classified into different categories accordingto their importance Social- R&R impacts Numberof displacedhouseholds Service Indices Traffic efficiency Index Index reflecting efficiency in terms of speed and fuel consumption Traffic congestionIndex % of link lengths in the sub-regions exceeding the Volume /Capacity ratio Railway crowdingIndex Link lengthweighted Volume / Capacity Ratio

4-13 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

4.7 ENVIRONMENTAL EVALUATION OF SECTORAL STRATEGIC OPTIONS

4.7.1 Air Quality Impacts The following methodology was used for Air quality impact analysis:

* Determining baseline air quality (reflecting air pollution resulting from the base year traffic level) of the sub regions * Estimating vehicular emissions in each sub-regior for each option/alternative for 2011 * Simulating dispersion of the vehicular pollutants to estimate resulting ambient concentration increments for each sub-region and option for the year 2011 * Assessing impacts of the estimated concentration increments on various stakeholders or target groups by using value function curves for the above pollutants. (These curves provide a relationship between ambient pollutant concentrations and the resulting impacts on human health and the environment).

The methodology is summarized in Figure 4.2

Baseline Air Quality

The baseline or base year air quality of the four sub-regions and MMR as a whole is used to assess change in the air quality due to transportation alternatives for the horizon year 2011. For determining baseline air quality of the 4 sub regions, the sub regions were divided into square grids. Air pollution monitoring was carried out in 1995 at various locations in each sub region for 3 or more days. The monitored pollutant concentration values are used to estimate baseline concentrations at the centre of each grid by using the inverse square weighted interpolation technique. The estimated pollutant concentration values in a grid were then used to determine

quality index for each pollutant (CO, NOx,SO 2 , PM10 and Pb) using value function curves to represent its potential air quality impacts. Quality index values vary from 0 to 1. The baseline values are given in Table 4.8 below.

4-14 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment

Table 4.8 Comparisonof Optionsbased on AbsoluteValues of Air Pollutants

Region Parameters Base Do Public Public Road year Minimum Transport Transport Investment (1996) + Demand Manage- ment Island City CO(mg/Nm) 4.33 1.16 1.16 0.7 1.04 S02(pg/NM3) 49.72 53.02 53.38 34.01 44.23 X XNOx(~ig/Nrn) 22.56 8.55 8.65 4.65 8.55 Lead(.ig/Nm3) 0.53 0.00 0.00 0.00 0.00 PM1o(pg/Nm3) 1219.21 1157.86 1123.01 713.35 1011.2 Western CO(mg/Nma) 17.1 6.30 4.73 6.61 10.63 Suburbs I S02gMSO 3)Nm 24.61 36.12 34.56 37.54 56.79 NOx(gNm) 26.87 13.18 12.48 13.72 20.97 Lead( g/Nm3) 0.35 0.00 0.00 0.00 0.00 PM10(4ig/Nm3) 803.44 1146.23 1072.62 1191.66 1834.2 Eastern CO(mg/Nma) 17.57 4.45 4.99 4.49 13.70 Suburbs SO ( /Nm3) 34.28 40.83 44.46 41.44 103.47 _NO)(pg/Nm') 37.34 16.72 17.53 17.07 42.98 Lead(ig/Nm3) 0.32 0.00 0.00 0.00 0.00 PM10(4ig/NNm) 964.36 1134.88 1133.92 1194.26 2993.3 Rest of CO(mg/Nmj) 0.2 0.08 0.07 0.07 0.08 MMR 3 SO2(ig/Nm ) 11.78 17.08 17.17 14.37 18.41 __NOx (_g_Nm_3) 8.23 4.75 4.58 3.91 4.79 Lead(g/Nm3) 0.36 0.00 0.00 0.00 0.00 PM10(Itg/Nm3) 214.16 509.52 292.95 244.54 312.81

4-15 Mumbai Urban TransportProject Consolidated Environmental Assessment

FIGURE4.2 AIR QUALITY ASSESSMENTMETHODOLOGY

Baseline Air Quality/ Vehicular Vehicular Emission for Year 2011 Emission for Base Year Estimating vehicular emissions in Each sub-region divided into grids. each subregion for each option for Baselineconcentrations monitored 2011 taking into account improved a various locations in the year 1995/96. Baseline concentrationat the centre of each grid was calculated. Quality index (varying from 0 to 1) determinedfor all pollutants using vqhj,*Pf,iinr-inn c,irvpq

Air dispersionmodelling by Roll Back Model to derive impacton the air quality in for sub regions

Evaluationof options for each sub region and the MMR

Preferredoption for sub regions and MMR

4-16 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment

4-17 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Air Dispersion Modelling Analysis

Roll Back Model was used to estimate pollutant concentrations resulting from vehicular emissions estimated for each transportation option for base and horizon years. The choice of the Roll Back model instead of the earlier proposed PAL model is made because of the simplicity of the former. PAL requires detailed input data, which are not justified for a macro level assessment. Also there are several limitations in using PAL for this study, which are elaborated in Section 3.4.2 of the earlier SLEA Report for MUTP-11,1998. The Roll Back model can be mathematically represented by the following equation:

C1/C2 = Q1/Q2

Where,

C, = concentration at a given point due to emissions Q1 C2 = concentration to be estimated at the same point due to emissions Q2

C2 = (C1/Ql).Q2

Thus, if C, and Q, are known, C2 can be estimated for different values of Q2.

For the application of the above model, MMR region was divided into various grids. Vehicular emissions for each grid were estimated using the emission factors recommended by Indian Institute of Petroleum (IIP) and Ministr f Environment and Forests (MoEF), and link wise traffic volume and compositic for each transport option. Traffic volume and composition (base year and horizon years) for each t --nsportation option were obtained from the CTS model (WS Atkins study). The link wise traffic volumes (vehicle kms.) were assigned to each grid based on the link length being intercepted by the grid. The model was calibrated using air quality data monitored at various locations. The model estimated pollutant concentrations for the four sub regions and for each of four transportation options The results are presented in Table 4.8. This was used to then predict overall quality indices of the pollutants.

Conclusion

The key findings are as follows

* Baseline levels (1996 levels) of all pollutants except PM10 were well below the National Ambient Air Quality Standards (NAAQS). Baseline PM10 levels varied 3 3 between 214.16 1Lg/m in Rest of MMR to 1219.2 pig/M in the Island City.

* Predicted PM10 levels (for year 2011) were found to decrease (as compared to baseline levels) in the Island City and increase in Eastern and Western Suburbs.

All predicted PM10 levels exceed the NAAQS. This is because improved fuel and other measures will not affect PM,o emissions substantially. Levels in eastern and western suburbs will increase due to increase in vehicle kilometers,

4-18 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

whereas it will decrease in the Island City due to reduced population growth clubbed with traffic demand management measures.

i* NOx, CO and Pb. levels were predicted to decrease due to use of catalytic converters. In spite of substantial increase in vehicle kilometers, proportionate increase in pollution levels is not seen due to the fact that improved fuel (lead free, low sulphur) and improved engines (with catalytic converters and compliance with Euro 11or Bharat II emission standards) have been assumed.

* SO2 levels were predicted to increase in the eastern and western suburbs due to growth in population and traffic. The levels were predicted to decrease in the Island City for the PT+DM option, as Island City is already congested with little possibility of population and traffic growth.

*n It was concluded that the PT+DM option performed better for the Island City and Rest of MMR and the PT option performed better in the eastem and western suburbs.

4. 7.2 Noise Impacts

The following steps were used to determine noise impacts of the transport alternatives in the four sub regions and MMR as a whole. Detailed methodology is given in Section 3.6 of the earlier SLEA Report for MUTP, 1998 (Attached in Appendix 4.1).

* Identifying noise indicators and indices * Estimating traffic composition and volume for road links of each sub region under each alternative using the Regional Transport Model * Using an appropriate noise prediction model to estimate traffic related noise levels for the base year and the planning horizon years under the transport alternatives * Assessing traffic-related noise impacts on different stakeholders.

Methodology followed for assessment of noise impacts is summarized in Figure 4.3.The US Federal Highway Administration (FHWA) model was used for predicting noise levels at 30 m from the road central line due to each vehicle type (heavy and light) operating on a road link. The model considered the effect of vehicular volume, speed and noise absorption characteristics of the site on traffic generated noise levels. Leq for heavy and light vehicles was calculated for each road link by using the following mathematical expression.

Leqj(h) = Lei + 10 Log(Ni/S 1 . T) + 10 log (15/d) + 8 - 13

where, Leqi(h) = Leq for hours 'h' for the ith vehicle type (heavy or light) L.j; = reference mean sound level for the ith vehicle type

4-19 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Ni = number of vehicles of class T passing during time 'T' through a particular road section S, = average speed of the ith vehicleclass in km/h in the particularroad section T = duration for which Leq is desired and must correspondto time for which N is measured. d = perpendiculardistance in m from the centerline of the traffic lanes to the location of the observer. a = factor representing the adsorption characteristics of the ground cover betweenthe roadwayand the observer. 5s = Shieldingfactor providedby noise barriers.

The modelling exercise was repeatedfor each link of the four sub regions for all the four transportationalternatives. Traffic NoiseIndex (TNI) -or day and night as defined in Table 4.9 were used to comparethe noise impacts of alternatives.

Table 4.9 Comparisonof options based on absolute values of Traffic Noise Indicators5 Region Parameters Base Year|Optionsfor year 2011

(1996) ______PT+ DM RI Do PT ______Minimum Island City TNI (Day) 61.4 63.7 70.3 64.4 64.4 TNI (Night) 91.5 98.7 94.7 92.1 95 Western TNI (Day) 51.7 71.1 70.4 69.5 69.5 Suburbs I TNI (Night) 86.4 96.3 93.8 94.2 98.8 Eastern TNI (Day) 79 90.8 88.6 74.8 90.1 Suburbs TNI (Night) 94.4 68.8 100 100 63.2 Rest of MMR TNI (Day) 30.4 50.1 44 49 49 TNI (Night) 60.3 77.7 80.2 83.4 83

Conclusions The key findings are as follows: *. Day time noise impacts were found to be lower in island city underthe PT+DM option. However,the same option gave rise to higher noise levels at night time.

* In western suburbs, all the four options resulted in almost the same level of noise impacts during the day tirne.

*. Thus in brief, none of the options performed consistently for the four sub- regions. Day time and night time TNI also showed conflict in vavouring any single option.

4-20 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Figure 4.3 Methodology for Assessment of Noise Impacts

Identifying noise indicators and indices

Estimating traffic composition and volume for road links of each sub region under each alternative using the Regional Transport Model

To estimate traffic related noise levels for the base year using USFHWA model and the planning horizon years under the transport alternatives

Assessing traffic-related noise impacts on different stakeholders for each strategic option and for sub regions and MMR.

Evaluation of strategic options

Preferred option

Traffic Noise Indicator:TNI (Night) = % length of road links in a sub regionexceeding night time standards,TNI (Day) =% length of road links in a sub regionexceeding day time standards

4-21 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

4. 7.3 Ecological Impacts

Two types of ecological impacts, direct and developmentinduced were considered for the implementationof rail and road projects under each transportation option. Direct impactsresulted from the destructionof flora and fauna due to the construction of roads or railway lines. Since the introductionof roads and railway lines in a region could induce developmentin hitherto virgin forests and wetlands, such impacts were assessedqualitatively.

The damage to ecological resourcesdepended on the extent and richness of these resources at the sites of road or and rail projects. The ecological impacts of the alternativeswere assessedat a qualitativelevel using the following framework.

* Descriptionof location and existing ecological status of the ecologically sensitive areas throughwhich the relevantroad / rail link passes * Qualitativedescription of direct and developmentinduced impacts * Mitigation measures to indicate the axtent to which adverse ecological impacts could be alleviated.

Very few projects identified under the four-transportation options pass through ecologically sensitive areas. Moreover,ecologically sensitive areas like mangroves, wetlands and forests impacted by projects were not unique in features and the transport projects were not likely to cause any irreversible damage to the ecosystems.

Quantitativeanalysis of the ecologicalimpacts captured the following concepts:

* Damageto an ecologicalarea due to a road or rail alignmentwill be proportional to the area coveredby road or rail segmentin the ecologicallysensitive zone.

* Damagewill be severe if the ecologicalarea or system is of higher quality.

Ecological indicators for natural and man-made systems were used to estimate quantitativeecological impacts for making comparison of various transport options with respect to their ecological impacts. The ecological impact on each of the systems is measured by adding weighted areas of road/rail alignments traversing through the system, where weights represent the quality of the system. Thus ecologicalimpact indicesfor the 2 systemscan be expressedas follows:

4-22 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

El (Natural) = El, = , WniAj

El (Man-Made)= El2 = YWmjAj

Where: Wni = Weight associated natural ecological system of class 1' Wmj = Weight associated man-made ecological system of class 'j' Ai = Total area of road/rail alignment intercepted by natural system of category 'I' Aj = Total area of road/rail alignment intercepted by man-made system of category 'j'.

Detailed methodology including classification of ecosystems with associated weights is given in Appendix 4.1. Results are given below in Table 4.10.

Table 4.10 Comparison of options based on Ecological Impacts

Region EcologicalImpact Indicator Base Year Optionsfor year 2011 (El) (1996) PT+ DM RI Do Public Minimum Transport Island El-1 (Natural System) 0 0 0.06 0 0 City El-2 (Man-Made) 0 0 0 0 Western El-i (Natural System) 0 0.076 0.047 0 0.076 Suburbs El-2 (Man-Made) 0.03 0 0 0.03 Eastern El-1 (NaturalSystem) 0 0.035 0.017 0.005 0.035 Suburbs EI-2 (Man-Made) 0 0.003 0 0 Rest of El-1 (Natural System) 0 0.186 0.364 0.063 0.186 MMR El-2 (Man-Made) 0.26 0.490 0.2 0.26

Conclusion In the Island City there are no ecological impacts seen as no new transport projects are proposed. Projects such as Borivali-Virar quadrupling of rail lines, under the PT and PT+DM options will have ecological impacts in the Eastern and Western Suburbs of Greater Mumbai. Option RI has the most severe impact on Rest of MMR as many new road projects are proposed in sensitive areas.

4.7.4 Social Impact (Limited to Displacement Of People)

The projects identified under various transport options could give rise to a wide range of social impacts as the implementation of some of these projects would require displacement of households and commercial establishments. The number of displaced households and establishments provide a measure of adverse social impacts. Hence these are estimated for each proposed project in each sub region. Social impacts for each sub region are organized under three headings i.e. beneficial impacts, adverse impacts and mitigation measures. These are given in more detail in Appendix 4.1. The number of displacements in each sub region is given in Table 4.11.

4-23 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table4.11 Compariso f optionsbased on R&RImpacts

Region Parameter Base Year Optionsfor year 2011 (1996) PT+DM* RI* Do MinimumPT Island City Number of Households c 0 0 0 0 displaced Western Number of Households 0 5631 1752 1164 5631 Suburbs displaced I Eastern Number of Households 0 1010 7456 0 1010 Suburbs displaced _ _ Rest of MMR Number of Households 0 6641 9483 1164 6641 displaced Thenumber of householdsdisplaced does not includethe personsaffected by the projecton optimizationof HarbourLine.

Conclusion

The keyfindings are: * None of the optionsrequired displacement of people/householdsin the Island City.

* InWestern Suburbs, the numberof householdsrequired to be displaced(5631 households)was highestfor the PTand PT+DM options.

* In Eastem Suburbs,the RI option requiredthe maximumdisplacement of households(7456 households).

* In restof MMR,the RI optionfollowed by PT optionsrequired the maximum displacements.9483 and 6641 households were estimated to be displacedby the RI andPT optionsrespectively.

4.7.5 Impact on TransportationService

Three indicesused to reflect impactof transportationoptions on transportation objectiveswere Road Traffic Congestion Index (TCI), Railway Crowding Index (RCI) and RoadTransport Efficiency Index (TEI).

Road TrafficCongestion Index (TCI): TCI was designedto measurethe level of service.Lower value of TCI indicatedlower congestion level on roadsin terms of Volumeto CapacityRatio.

RailwayCrowding Index (RCI): RCI reflectedthe extentto whichthe crowdinginside the trainswould reduce under various options. Lower value of the indexmeant more reductionin crowdingand hence a betteroption.

4-24 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Transport Efficiency Index (TE1): TEI captured the concept that vehicles operating close to their optimum speeds will be fuel efficient and less polluting. TEI value close to 1 reflected vehicles operating efficiently at or near optimum speeds.

The CTS model outputs were used to determine the above indices. The indices calculated for the four options are given in detail Appendix 4.1. The various indices calculated for the sub-regions are given below in Table 4.12

Table 4.12 Comparison of Options based on Transport Service

Region Parameters Base Options for year 2011 year PT+ DM* RI* Do PT (1996) Minimum Island Traffic efficiency 0.47 0.54 0.50 0.48 0.48 City Index Traffic 13 6.9 7.7 12.5 12.8 Congestion Index Railway crowding 2.186 1.078 2.186 2.186 1.078 index Western Traffic efficiency 0.482 0.542 0.559 0.566 0.575 Suburbs Index _ Traffic 16.9 13.86 9.2 12.33 12.33 Congestion Index Railway crowding 2.278 1.368 2.278 2.278 1.368 index Eastern Traffic efficiency 0.32 0.49 0.52 0.48 0.49 Suburbs Index Traffic 74.3 16.88 13.3 20.66 16.88 CongestionIndex Railway crowding 1.736 1.568 1.736 1.736 1.568 index Rest of Traffic efficiency 0.308 0.41 0.44 0.391 0.413 MMR Index Traffic 81.46 12.86 12.45 14.54 13.83 Congestion Index _ Railway crowding 1,.442 0.552 1.442 1.442 0.552 index

Conclusions * In Island City, PT+DM option performed better w.r.t TCI and RCI transport service indices. * In Western Suburbs, PT + DM performed better w.r.t TCI and RCI transport service indices. * In Eastern Suburbs, PT and PT + DM preformed better w.r.t. RCI transport service index. . * In Rest of MMR PT + DM performed better w.r.t. TCI and RCI, transport service indices.

4-25 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

4.8 SELECTION OF THE BEST OPTION

The various impacts associated with each option were evaluated using 13 indicators for 5 major impact areas - air, noise, ecology, social and transport. Since all indicator values were not favourable for any single option, the following three methods were used to find the most suitable transport option for MMR.

* Decision Matrix Method * Maximum no. of favorable indicators

* Estimated PM10 concentrations

Individually, each of the above method has limitations for selecting the best option. Therefore, all the three methods were used to narrow down the choice of the best option.

4.8.1 Decision Matrix Method

This process involves progressive elimination of options, one by one, in preference to others, using a set of indicators, one at a time. The set of indicators chosen will be used in the order of their importance. The group related to Transport Service Level was given the top priority, as the basic objective was to improve the transport in MMR. This was followed by air quality and noise related indicators. Ecology and R & R were combined together and placed below in the sequence since these impacts could be mitigated through proper mitigation measures. For each group of indicators (decision level) the worst performing option was dropped. The same procedure was repeated at all the decision levels leading to the ultimate selection of one option. While proceeding with the decision matrix exercise the following procedure is followed:

- Any option eliminated at any decision level in the Decision Matrix will not .be considered for further scrutiny. - Groups of indicators once used for eliminating an option will not be considered again unless the decision Matrix process fails to bring out a single best option at th nd of the exercise. - If itrere is a tie between options at any decision level, all these options are passed on to the next decision level. - If at the end of the first exercise, it is not possible to identify a single best option, the entire exercise will be repeated for the un-eliminated options.

Detailed results of the Decision Matrix exercise is given in Section 4.3 of the earlier SLEA Report for MUTP, 1998. Public Transport + Demand Management was the preferred option in the Island City and Rest of MMR whereas Public Transport was the best option in Western and Eastern suburbs.

4-26 MumbaiUrban TransportProject Consolidated Environmental Assessment

Tables 4.13 to 4.17 gives the results for selection of the best options using Decision Matrix Method for the 4 sub regions. OverallPublic Transport+ DemandManagement is the preferredoption for implementationunder MUTP Project.

4.8.2 Maximumnumber of favourableindicators

The Decision Matrix process involveselimination of the options, one by one, on the basis of their worst performancein respect of indicators,which are arranged in a sequence accordingto their importance.Thus is subjectiveto some extent.

In the MaximumFavorable Indicator method all the indicatorswere treated equally in spite of having different importancefrom environmentperspective. An indicator was said to be favorable for an option if the value of indicator favored that option most. The option having the maximum numberof favorable indicatorswas treated as the best option. The analysiswas done for all the four sub-regions.Details are given in Appendix4.1.

In the Island City, Public Transport + Demand Managementwas the best option, since besides promising improvement in all the 3 service level indicators; it fares well in as many as 9 out of 10 environmentalparameters. This option was also the best for rest of MMRand entire MMR.

4.8.3 EstimatedPM 10 Concentration

The ambient PM,( concentrationsin the region, especiallyGreater Mumbaiarea, are very high comparedto its ambient air quality standard. Hence PM,0 was considered as the single most importantindicator for evaluatingthe transport options in the four sub regions.

Conclusions

Table 4.18 summarizesthe results of SLEA using the above three selection methods. 'Public Transport with Demand Management'emerged as the best option for Island City and MMR as a whole. For Western and Eastern Suburbs, 'Public Transport' or 'Do Minimum' appearedto be the best options. 'Do Minimum' left much to be desiredfrom the viewpointof developingthe transport sector. Hence, the choice was narrowed down to 'Public Transport' and 'Public Transport with Demand Management'.Both these options had a commonset of projects, which laid emphasis on encouraging public transportation.Demand management measures were important to alleviate congestion and pollution levels in Island City. 'Public Transport with Demand Management' was recommendedfor implementation in MMR.

4-27 Munbai Urban TransportProject Consolidated Environmental Assessment

Table 4.13: Selectionof BestOption for Island City throughDecision Matrix Method.

DECISION SR. ENVIRONMENTALIMPACT INDICATOR/INDEX BASE YR. DO MIN. PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. l l D.MGT. 1 1 Traffic Efficiencyndex __0.7 0.48 054 0.50 2 Traffic CongestionIndex _ ___30 128 69 7.7 3 RailwayCrowding Index ___ 1.078 1.078 2.186 2 4 CO Quality Index _0_46 0.980 0.975 5 SO2 QualityIndex 0937 _ 0.965 0.939 6 NO, Quality Index 076 0.935 0.899 7 Pb Quality Index 044_ _ 1.0 I 1.0 8 PM-10Quality Index 0_3 0.090 0.055 3 9 Traffic Noise Index(Night) - TNT (night) 914p8_ 983 95.73 10 Traffic Noise Index (Day)- TNT (day) 61.40 70.31 4 11 EcologicalImpact Indicator (Natural System)-El 1 O ___ 0.06 12 EcologicalImpact Indicator (Man-made System)-EI 2 O _ 13 R & R Impacts(Number of house holds displaced)O _ Resultof DecisionLevel 1 : Dominimum is eliminated

- Resultof DecisionLevel 2 PublicTransport is eliminated

|;J 0000 0;- 7700 Resultof DecisionLevel 3 A tie is observedbetween Demand Management and RoadInvestment Options

E| lResult of DecisionLevel 4 Roadis eliminated

SelectedOption PublicTransport + DemandManagement

Note ForIndicators/Indices at - Sr.No.1,4,5,6,7,8 higher values indicate better option For Sr. No. 2,3,9,10,11,12,13 lower values indicatebetter option PublicTransport + DemandManagement is the bestoption is IslandCity.

4-28 Mumbai Urban Transport Project Consolidated Environmental Assessment Table 4.14: Selection of BestOption for WesternSuburb through DecisionMatrix Method.

DECISION SR. ENVIRONMENTALIMPACT INDICATOR/INDEX _BASE YR. DO MIN. | PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. ___ . D.MGT.

1 1 Traffic EfficiencyIndex __ 0.482 0.575 0.542 0.559

2 - Traffic CongestionIndex 16.9 12.33 13.86 9.2 . ___ 3 RailwayCrowding Index 2.278 1.368 1.368 2.278 2 4 CO QualityIndex 0.514 0.954 5 SO2 QualityIndex 0.979 0.966 6 NOxQuality Index 0.703 0.846 7 Pb Quality Index 0.614 1.0 ___ 8 PM-10Quality Index _ 0.066 _ _ 0.012 3 9 Traffic Noise Index (Night) - TNT (night) 86.42 _ 96.3 10 Traffic Noise Index (Day) - TNT (day) 51.75 71.13 4 11 EcoloqicalImpact Indicator (Natural System)-EI1 0 0.0765 12 EcologicalImpact Indicator (Man-made System)-EI 2 0 _ 0.03

______13 R & R Impacts (Number of house holds displaced) 0 5631 Repeat 1 Traffic EfficiencyIndex 0.482 Eliminated 0.575 > Ii Eliminated (2nd round 2 Traffic CongestionIndex 16.9 In 15 round 12.33 j .8jj In 1s' round _D.Making) _ 3 RailwayCrowding Index 2.278 D. Making 1.368 . t368 D. Making - Resultof DecisionLevel 1 Dominimum is eliminated - Resultof DecisionLevel 2 RoadInvestment option is eliminated Z Z Z Resultof DecisionLevel 3 Tie is observedbetween Pub.Tpt & Pub.Tpt+ D.Mgt. I Resultof DecisionLevel 4 Tie is observedbetween Pub.Tpt & Pub.Tpt+ DMgt. Hence DecisionMatrix is repeatedfrom Decision Level 1

I Resultof DecisionLevel I (repeat):Public Transport + DemandManagement option is eliminated. - SelectedOption : PublicTransport

Note :1 For Indicators/lndicesat - Sr. No. 1,4,5,6,7,8higher values indicate better option For Sr. No. 2,3,9,10,11,12,13 lower values indicatebetter option.

PublicTransport is selectedas the bestoption at DecisionLevell (repeat) in the 2nd round of decisionmaking process.

4-29 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment Table 4.15: Selection of Best Option for Eastern Suburb through Decision Matrix Method.

DECISION SR. ENVIRONMENTALIMPACT INDICATOR/INDEX BASE YR. DO MIN. PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. _ l D.MGT. 1 TrafficEfficiency Index 0R__9 3 0.49 0.52 2 Traffic CongestionIndex 7? 1688 16.88 13.3 3 RailwayCrowding Index 1.., 1568 1.568 1.736 2 4 CO Qualit Index 0.590 0.956 00946 5 502 QualityIndex _0_397_ 6 NO, Quality Index 0.703 __0.856 0844_ 7 PbQuality Index __b7_ __032 _ IO_ 8 1PM-10 QualityIndex 0.076 0.049 0.053 3 9 Traffic Noise Index (Night)- TNT (night) 94.41 100 10 Traffic NoiseIndex (Day) - TNT (day) 79 90 2 4 11 EcologicalImpact Indicator (Natural System)-EI 1 O 12 EcologicalImpact Indicator (Man-made System)-EI 2 _ 13 R & R Impacts(Number of households displaced) 0____i

- Resultof DecisionLevel I : Dominimum is eliminated

- Resultof DecisionLevel 2 RoadInvestment Option is eliminated

| WSdl;gqlI~j Resultof DecisionLevel 3 PublicTransport + DemandManagement Option is eliminated

- SelectedOption PublicTransport

Note: For Indicators/lndicesat - Sr. No. 1,4,5,6,7,8higher valuesindicate better option For Sr. No. 2,3,9,10,11,12,13 lower values indicate better option. PublicTransport is the best option is EasternSuburbs.

_L30 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment Table 4.16: Selectionof Best Optionfor Rest of MMR throughDecision Matrix Method.

DEClSION SR. ENVIRONMENTALIMPACT INDICATOR/INDEX BASE YR. DO MIN. PUB. TPT. PUB.TPT. ROAD INVSTM. LEVEL NO. I_I_D.MGT. 11Traffic Efficiency Index 0.308 0.413 0.41 0.44 2 Traffic Congestion Index 81.46 13.83 12.86 12.45 3 RailwayCrowding Index 1.442 0.552 0.552 1.442 2 4 COQuality Index 0.989__ 5 SO2 Quality Index 0.989____ 6 NO4Quality Index 0.859 7 Pb QuaiityIndex _ 0.6 8 PM-10Quality Index 0.4.13 3 9 TrafficNoise index (Night) - TNT (night) 60.29 10 TrafficNoise Index (Day) - TNT (day) 30.41 4 111 EcologicalImpact Indicator (Natural System)-E I1 0 0186 12 EcologicalImpact Indicator (Man-made System)-EI 2 0 0.26

_ _ 13 _ R & R Impacts(Number of house holds displaced) 0 0

- Resultof DecisionLevel 1 Dominimum is eliminated

Resultof DecisionLevel 2 Road Investmentoption is eliminated

Lv v Xjv ~1 Resultof DecisionLevel 3 PublicTransport Option is eliminated

- SelectedOption PublicTransport + DemandManagement

Note: For Indicators/Indicesat - Sr.No. 1,4,5,6,7,8higher values indicatebetter option For Sr. No. 2,3,9,10,11,12,13 lower values indicate better option.

PublicTransport + DemandManagement is the best option is the Rest of MMR.

4-31 MumbaiUrban TransportProject Consolidated EnvironmentalAssessment

Table 4.17: Selection of Best Option for Entire MMR through Decision Matrix Method.

DECISION SR. ENVIRONMENTAL IMPACT INDICATOR/INDEX BASE YR. DO MIN. PUB. TPT. PUB.TPT+ ROAD INVSTM. LEVEL NO. . D.MGT. 1 1 Traffic EfficiencyIndex _40.395 895 0.4955 0.5147 2 Traffic ConqestionIndex 18.54 13.-_ 12.57 11.5 3 Railwayrowding Index 1 9105 1.1,1 5 1.1415 1.9105 2 4 CO QualityIndex______0.784 _ 0.976 0.976 5 SO2 QualityIndex 0.957 0.967 0.977 6 NO, Quality Index 0_723_0_921 0.931 7 Pb Quality Index __0.528 1.0____ 8 PM-10Quality Index 0.085 0.039 0.045 9 Traffic NoiseIndex (Night)- TNT (night) _7 _ 3_ _10 Traffic Noise lndexDay - TNT (day) 425 - 58 4 11 EcologicalIrnpact Indicator (Natural System)-EI 1 12 EcologicalImpact Indicator (Man-made System)-El 2 0 . 13 R & R Impacts (Number of households displaced) _ O

Result of Decision Level 1 Do minimum is eliminated

Resultof DecisionLevel 2 Road Investmentoption is eliminated

E Zpg0;0A0S7- Resultof DecisionLevel 3 Public Transportoption is eliminated

Selected Option PublicTransport + Demand Management

Note: ForIndicators/lndices at - Sr. No. 1,4,5,6,7,8higher valuesindicate betteroption For Sr. No. 2,3,9,10,11,12,13 lower values indicatebetter option.

PublicTransport + Demand Management is selected as the best option for entire MMR.

..A-32 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 4.18 Best Option for the various regions based on the three selection methods

Region Maximum Number of Method of Decision Based on PM10 Favorable Indicators Matrix Concentration Island City Public Transport + Public Transport + Public Transport + Demand Demand Management Demand Management Management Western Public Transport Public Transport Public Transport Suburbs Eastem Do Minimum/Public Public Transport Do Minimum / Public Suburbs Transport Transport Rest of Public Transport + Public Transport + Public Transport + Demand MMR Demand Management Demand Management Management Total MMR Public Transport Public Transport + Public Transport + Demand Demand Management Management

4.9 TRANSPORT DEVELOPMENTS SINCE 1998

After the SLEA study was completed in 1998, some new transport projects have been conceived and are in various stages of implementation. Some of these are mentioned below:

CONSTRUCTION OF FLYOVERS IN MUMBAI

MSRDC planned to construct about 50 flyovers, out of which 33 have been constructed, and the rest are at various stages of planning. The flyovers have been mainly constructed or planned on highways of MMR - Western Express Highway, Eastern Express Highway, and Panvel Sion Highway. The purpose of the flyovers on Highways is to facilitate uninterrupted flow of traffic in and out of Greater Mumbai. In addition, a number of flyovers are planned or are at different stages of construction in the Island City, to relieve extreme traffic congestion at the intersections.

Except for a few, the flyovers were not part of any of the strategic transport options identified by the CTS study. Yet, MMRDA carried out a comprehensive study on flyovers, which included environmental analysis as well. The study brought forth various environmental concerns associated with flyovers, which could have sectoral environmental impacts.

4-33 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

4.10 ENVIRONMENTALIMPACTS OF FLYOVERS- SECTORALPERSPECTIVE

The above flyover study provides environmentalanalysis of the selected flyovers in Island city. The study does not present the analysis from the sectoral perspective.A sectoral qualitative environmentalanalysis of flyovers is presented in Appendix 4.2. The sectoralanalysis was carried out with a view to identify mitigativemeasures.

The analysis indicatesthat the flyovers will marginallychange the local air quality and noise levels due to the redistribution of traffic between flyover corridors and -impeting road links. The shift of passenger trips from public transport to private . hicles due to fl overs will slightly increase air pollution and noise levels, but the magnitude of shift would reduce with the growth of passengertrips by 2011. The flyover corridors would lead to more private vehicles and traffic into +ne Island city, thus making demand managementfor restrainingtraffic in the Island city imperative. The flyover would be too close to some residentialflats in densely populated areas. The people living in these areas would experience visual intrusions, disturbance of privacy and exposure to higher pollution and noise levels. The Sectoral Environmentalimpacts of the flyovers with respect to air quality, noise and social impacts and the mitigation measures identified for flyover impacts are included in Appendix4.3.

Moreover, although flyovers are likely to encourage use of private vehicles by improving the intersectioncapacities, they would not add to the network capacity of the roads and parkingin congestedareas like Opera House, Kalbadevi,Fort, Tardeo etc. "Public transport with demand management"option ther -:)re becomes even more critical for encouraging public transportationand restrainiin travel demand in Island City. In view of these considerationsthe flyovers would not change the choice of "public transport with demand management"-as the best strategic transportoption for MMR.

4.11 MUTP: INVESTMENTPROGRAM

Since the completionof CTS in 1994 and environmentalassessment carried out in 1998, as noted below the Tables 4.4 to 4.6 describingthe four strategic options, some projects considered to be committed have not yet been taken up for implementationwhereas some projects that were proposed as options have already been implemented.Nevertheless the investmentprogram proposed under MUTP is essentially a sub-set of the PT+DM Option with some of the projects under "Do Minimum" option also being included.Sub projects of MUTP are described in more details in Chapter 5.

4-34 PROJECTbESCRIPTION

Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

CHAPTER5 PROJECTDESCRIPTION

5.1 DESCRIPTIONOF INVESTMENTPROJECT: MUTP

5.1.1 Introduction

The CTS and SLEA describedin Chapter 4 have recommendedPublic Transport+ Demand Management(PT + DM in island City) as the most preferredstrategic option for the MMR.

The strategy followed in designing MUTP is as follows: (Borrower's Project ImplementationPlan - BPIP,2001):

1. Placing high priority on investmentschemes aimed at promotingpublic transport particularlysuburban railways. 2. Developingroads and road over bridgesin suburbanareas and outlying areas of MMR to relieveroad congestion. 3. Relievingcongestion in the IslandCity through DemandManagement measures.

Howeverthe total investmentneeds projected by the CTS were Rs. 11298 in 1992 prices. This cannot obviously be achieved in a span of 5 years, as the financial capacity of implementingagencies is limited. The investmentprogram of MUTP is therefore arrived at by considering the economic rate of return on investmentof individualsub-projects, the level of project preparationand capacityof implementing agencies.

The focus of this section is to presentthe brief descriptionof the sub-projectsto be carried out under MUTP. Since MUTP consists of two main components- rail and Road, the descriptionof sub-projectis also organizedin the same manner (sections 5.1.2 and 5.1.3). The administrativeframework for implementing MUTP is also provided.

A map of MUTP sub-projects(rail and road and traffic components)is presented in Figure 5.1. Also the sub-projectsin the IslandCity and Suburbsof Greater Mumbai are separatelyshown in Figures5.2 and 5.3.

5-1 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

FIGURE5.1 MUTP RAIL & ROAD PROJECTSIN GREATER MUMBAI

MUMBAIURBAN TRANSPORT PROJECT ENVIRONMENTALASSESSMENT

LUaEND

o TMC

~~IHANUB

I-

_ @ ROAD& RAIL PROJECTS

2 Mumbai.Urban Transport Project ConsolidatedEnvironmental Assessment

FIGURE5.2 MUTP SUB-PROJECTSIN ISLAND CITY

MUMBAIURBAN TRANSPORT PROJECT ENVIRONMENTALASSESSMENT

LEGEND

_' s, }. -P , I PAO DWA'

- rX g-,>gg/-iJ\;fltADe

MUTP- - IS CITY

( ij~~~~~~~~~RA &RALPRJET

. , m; / 'S- I 1ooozerar3 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

FIGURE5.3 MAP SHOWINGSUB-PROJECTS IN THE SUBURBSOF GREATER

MUMBAI URBAN TRANSPORTPROJECT ENVIRONMENTALASSESSMENT

LEGEND

TMC

4l ;/M

4 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

MUTP identifiesa number of measuresand investmentschemes to strengthenthe road transportationin Mumbai.These schemes and measuresare at various stages of implementationand can be groupedunder the followingcategories:

> Expandingexisting or buildingnew roads * Construction of ROB's * Area Traffic Control * PedestrianSubways * StationArea TrafficImprovement Schemes * Procurementof Buses

5.1.2 Rail Projects

MUTP places considerableemphasis on improving railway capacity in Mumbai. Various sub-projectsidentified under this componentof the projectcan be groupedas follows:

:: Increasingpassenger carrying capacity by variousrailway optimization programs :- Capacityexpansion by constructingadditional lines

i) Optimizationon WesternRailway

Running of 12-car rakes on through lines, lengthening of platforms, re- signaling,increased power supply and runningof additionalservices which will requireinduction of 23 rakesof 9-car equivalent.

The proposedoptimization will permit 18 trains (9-car)per hour (TPH) on local lines,with all trains runningbetween Churchgate and Borivaliand 15 TPH on through lines, operatedentirely by 12-car rakes, between Churchgateand Goregaon (long distance traffic constrains the service from reaching the maximum feasible of 18 TPH), with 12 TPH continuingto Dahisar and a reduced number (probably9 TPH) continuingto Vasai Road. 6 TPH would then continueto Virar.

Train kilometerswould increaseby 35%, since the lead of trains is stretched to cater to demand.New terminalswith rationalizedlayouts are builtto relieve pressureon existingones. This sub-projectis in progress.

ii) Optimizationon CentralRailway

5-5 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The scope of the project includes reconditioning of track, re-modeling CST Yard and Kalyan yard re-signaling of local corridor, removal of Vikhroli level crossing, removal of speed restrictions on turnouts at Dadar, Kurla and Thane, and augmentation of power supply. The re-modeling of CST and Kalyan yards involves the restructuring of the existing tracks to accommodate additional train capacity. Therefore, the sub-project will have no significant impact on the environment. will have no The proposed package will permit 16 and 12 trains per hour on local and through line, respectively, in CST-Kalyan section with the introduction of 19 new rakes, resulting in increase in trains kilometers by 50%.

The proposed package of optimization will permit 16 trains per hour with 9-car rakes on local line and 12 trains per hour with 12-car rakes on through line in CST-Kalyan section. The suburban service pattern includes the rationalization of Time Table including removal of trains terminating on running line (e.g. at Ghatkopar) and withdrawal of slow to fast moves at Thane/Dombivii. The rake loading for 9-car equivalent during peak hour would be between 3000-3600 over the section between Vikhroli-Dadar, with the absolute maximum just north of Kurla. This sub-project is in progress.

iii) Optimization on Harbour Line

The scope of the sub-project mainly includes removal of large number of hutment, improvement in track and drainage and construction of two ROBs in lieu of level crossings at Seweri and Chunabhatti. This will include induction of 4 additional rakes and provision of increased power supply.

This package ensures better reliability of operations in the harbor line by removing the constraints imposed by hutment and level crossing. This sub- project is in progress.

iv) DC/AC Conversion

The scope of the project is to convert existing 1500 v DC traction to 25000 v AC traction for Mumbai suburban railway network. The present DC traction system is unable to cope with the existing services as well as to take up the new services because of its saturation. Further, there is no space for providing additional substations although there is additional demand for power due to increase in number of 12-car rakes, additional services on existing lines and on new lines and other technical necessities. Hence conversion has become inescapable. This sub-project is in progress.

5-6 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

v) Re-manufacturincof Dual VoltageEMUs

The scope of the project is to remanufacturethe existing 50 EMU rakes suitableto run on DC as well as AC traction. This is neededas DC and AC traction will exist simultaneouslytill entire suburbansection is convertedto AC. This sub-projectis in progressin the existing railwayworkshop and has no significantenvironmental impact.

CapacitvExpansion by ConstructingAdditional Lines

i) Provisionof AdditionalPair of lines betweenBorivali and Bhavander(9.13 kms) & Bhavandarand Virar(16.87 kms)

There are two corridors (one corridor comprises two rail lines) between Churchgate and Borivali: One corridor is exclusively used for suburban services whereas the other is used for both suburban and long distance services. From Borivali to Virar only one corridor exists servicing both suburban and long distance trains. Consideringthe volume of traffic on Borivali- Virar section, it is proposedto lay on additionalcorridor between Borivali-Bhayander and Bhayander- Virar with EMU car shed at Virar. This includesconstruction of a bridgeof 2.00 Kms length acrossVasai creek. The sub-projectincludes introducing 8 rakes of 9-car equivalentto increasethe capacityon this line. The alignmentof the sub-projectis shown in Figure5.1 and 5.3.

The benefitsof the projectsare:

a. Exclusivecorridor for sub urban trains betweenBorivali and Virar as an extensionof Churchgate- Borivalicorridor. Providingextra suburban capacity between Borivali-Virarto cater to increaseddemand on this section and allowing existing double line to be used exclusively for suburbantraffic.

b. Improved facilities for long distance passenger and goods trains in

conjunctionwith 5th line betweenSantacruz and Borivali.

The cost of the sub-projectof additionalpairs of lines between Borivali - Bhayandarand Bhayandar-Virarare Rs. 1803 million and Rs. 4064 million, respectively.The sub-projectsare in progress.

ii) Provisionof 5th And 6th Line betweenKuria and Thane

5-7 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The scope of project includes laying of additional two railway lines between Kurla and Thane over a length of 16 kms. The pr.. .ct includes introducing 11 rakes of 9-car equivalent by addition of this line. This will enhance the capacity of existing suburban system of Central Railway. The alignment of the sub- project is shown in Figure 5.1 and 5.3.

The benefits of this project are:

a. Segregation of suburban and non-suburban traffic between Kurla and Thane, thus providing capacity on long distance lines to allow more trains to a new passenger terminal at Kurla.

b. To bridge the shortfall in capacity of 15000 passengers per hour on this section in association with optimization on Central Railway and conversion of 9-car rakes to 12-car on local lines.

The cost of the sLu Droject is Rs. 3687 million. Some part of the line is completed and R&R have also been carried out. This project is in progress.

iii) Provision of 5th Line between Santacruz and Borivali

The scope of project includes construction of 5 th railway line between Santacruz to Borivali covering about 15 kms. Four additional 9 car rakes or 12 car rakes service could be introduced on this line to enhance the capacity of suburban section of Western Railway. The alignment of the sub-project is shown in Figure 5.1 and 5.3.

The 5 ih line between Santacruz - Borivali is designed to achieve the following objectives:

a. Segregation of suburban and non-suburban traffic between Santacruz and Borivali, thus releasing capacity on through lines to allow more suburban trains and create new route for passenger trains to new passenger terminus at Bandra.

b. Provision of 5th line will provide additional three suburban 12-car rake paths from Borivali to Churchgate. The cost of the project is Rs. 1620 million. This sub-project is in progress.

5.1.3 Road Proiects

5-8 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

Road Expansion and New Road Links

i) Joaeshwari - Vikhroli Link Road (JVLR)

This is one of the East - West Link roads recommended by several studies ir the past to relieve the congestion on north - south corridors by providint efficient east west connection. At present it is a 2 lane carriageway which is proposed for upgradation to 3 lane dual carriage way with a central median The total length of this link is 10.60 km. The work consists of the three sections described below. The work also includes widening of the severa bridges falling in the alignment. The alignment of the sub-project is shown ir Figure 5.1 and 5.3.

Section 1: This section between Western Express Highway (WEH) to Sak Vihar Road (near L&T premises) is of 4.9 kms in length, where the existinc 2x1 lane asphalt surfaced road is to be widened to 2x3 lanes.

Section 2: This section between Saki Vihar road to LBS Marg is Of 4.2 Km ir length. This section has already been completed including concretisation of X x 2 lane width. In this section therefore no further work is proposed.

Section 3: This section between LBS Marg to Eastern Express Highway (EEH which is of 1.1 kms in length, is proposed to be widened from the existing 2x1 lane concrete surfaced road to 2x3 lanes.

There are also 2 flyovers along the road being implemented by MSRDC. ThE designs of the JVLR are prepared incorporating these flyovers to maintain the overall integrated approach.

The cost of this link road is Rs. 840 million. The detailed designs and tende documents have already been prepared for this project.

ii) Santacruz - Chembur Link Road (SCLR)

The SCLR has been proposed as an important east-west road link to reduce the congestion on the north - south corridors, and to alleviate the problem c traffic congestion around Kurla Station and surrounding areas. Its total lengtl is 5.48 km connecting WEH to EEH. Of the total length, 3.17 km length fron WEH to LBS Marg has been completed. The remaining length of 2.31 kms c SCLR is now proposed to be undertaken of which 570-m long stretch involve! ROB crossing the Central railway tracks north of Kurla. The alignment of th( sub-project is shown in Figure 5.1 and 5.3. The feasibility and detailec

5-9 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

engineering study has been taken up and the results are expected by November 2001. The project is included in MUTP subject to satisfactory EIRR. The cost of this project is estimated as Rs. 830 million. The feasibility study will include Environmental Assessment.

Construction of ROB's

Construction of the ROBs is crucial for increasing the frequency of suburban trains under the scheme of Optimizing of Westem and Central Railways.

i) ROB at Joqeshwari (South)

The proposed ROB, linking SV Road with the WEH will be new 2x3 lane bridge over the Western Railway Lines near the Jogeshwari Railway Station. This ROB will replace level crossing no. 24 & 25 on the Western Railway. The proposed viaduct structure is 477 m long and the overall length including the approach ramps and roads is 1,233 m. This ROB will provide a connection to the Jogeshwari-Vikhroli Link Road on the WEH and will also improve connectivity between eastern and western suburbs. The cost of the ROB is Rs. 405.5 million and EIRR is 12%. The alignment of the sub-project is shown in Figure 5.1 and 5.3.

ii) ROB at Joaeshwari (North)

The proposed ROB linking SV road and WEH will be a new 2x2 lane bridge over the Westem Railway line north of the Jogeshwari Railway Station. The ROB will replace level crossings no. 26 & 27 on the Western Railway. The proposed viaduct structure is 482 m long and the overall length including the approach roads is approx. 1060 m. The cost of the ROB is Rs. 257.8 million. The alignment of the sub-project is shown in Figure 5.1 and 5.3.

iii) ROB at Vikhroli

The proposed ROB linking LBS Marg and EEH, is a new 2 lane bridge over the Central Railway Lines. This ROB will replace the existing level crossing no. 14 near the Vikhroli Railway Station. The proposed viaduct structure is 367 m long and the overall length including the approach ramps and roads is 830 m. The cost of the ROB is 260 million. The alignment of the sub-project is shown in Figure 5.1 and 5.3.

Area Traffic Control

5-10 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

In order to reduce the delays and congestion and improve the traffic flows; an adaptive area control system has been designed for the Island City of Mumbai. The system will include state-of-the art computer controlled traffic signal system, vehicle detectors, data communication network and central control room facility. The computer controlled system will be supported by junction improvements.

Initially designs will be prepared for 38 junctions covering the CBD and after reviewing the performance of the first 38 junctions, the system will be extended to other parts of the city. The alignment of the sub-project is shown in Figure 5.1 and 5.2. This sub-project will have no environmental impact.

Pedestrian sub-ways

To reduce the conflicts between pedestrians and the vehicles, which often result in accidents, and to improve overall pedestrian safety, a number of pedestrian grade separation measures have been proposed on major corridors in the Island City and suburbs. The techno-economic feasibility studies for these schemes are in progress. The cost of the pedestrian grade separation measures is tentatively estimated as Rs. 300 Million. The alignment of the sub-project is shown in Figure 5.1, 5.2 and 5.3. The feasibility study also includes EMP.

Station Area Traffic lmprovement Scheme (SATIS)

The growth of Mumbai has been influenced by the railway system, with large residential and commercial areas springing up near the major suburban railway stations. Also, the public transport bus and Intermediate Public Transport (IPT) use the major railway stations as the nodal points in their routes. Thus the area near the railway stations are heavily congested with passengers, pedestrians, shops, parking and a mixed mode of traffic, leading to major traffic problems. At almost all sub urban Railway Stations there is intensive concentration of inter - modal interchanges between IPT / BEST services and suburban rail. Therefore for the safe dispersal of commuters SATIS are important.

To improve the pedestrian movements and general traffic circulation, SATIS are proposed at 6 stations viz. Ghatkopar, Andheri, Borivali, Dadar, Malad and Chembur Stations in MCGM area. The detailed feasibility cum design reports are being prepared. The cost of the scheme for improvements of the above 6

5-11 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

stations is estimated as Rs. 300 Million. The alignment of the sub-project is shown in Figure 5.1, 5.2 and 5.3. The feasibility study includes EMP.

Bus Procurement

In order to improve the technological standard of buses and to reduce the emissions, it is proposed to procure 500 buses under the MUTP. The cost of the procurement of buses is estimated as Rs.1200 millions.

The BEST has carried out a study with a view to prepare a Business and Development Plan for next 5 years and to define the proposed bus procurement program within the context of this Plan. The Business and Development Plan includes - bus replacement strategy, bus procurement program, bus technology, bus specifications, route analysis, operational improvement program, comprehensive financial projections including consideration of fare policies etc. The Interim Report of the study has been submifted to the Bank for comments. Based on the final report of the study and a decision of the Bank, the bus procurement component under MUTP may be revised.

This sub-project will not have any direct environmental impact.

Other Programs

The other programs identified under road components pertain to the institutional capacity building by way of establishing Traffic Management Unit (TMU) in BMC, improving efficiency etc. These projects are not likely to impact the environment directly, and therefore, are not discussed here. The program schedule of various projects is provided in Table 5.1.

Environmental impact assessment of the above investment schemes is discussed in Chapter 6.

TABLE 5.1 MUTP: STATUS OF IMPLEMENTATION OF PROJECTS

5-12 Mumbai Urban Transport Project Consolidated Environmental Assessment

Sr.No.| Name of the Project [ Owner Status as on October 2001 Rail Component

1 5 th line between Santacruz and Borivali MRVC Under Construction

2 5 't and 6th lines between Kurla and Thane MRVC Under Construction 3 Borivaii-Virar Quadrupling of Lines MRVC Under Construction i) Borivali Bhayander Rail line ii) Bhayander - Virar Rail line 4 Optimization on Westem Railway (including 12- MRVC car rakes on through lines) 5 Optimization on Central Railway (including 12-Car MRVC rakes on through lines) 6 Optimization on Harbour line MRVC 7 DC/AC conversion MRVC 8 EMU coach remanufacturing MRVC 9 Boundary walls/track machines MRVC 10 Technical Assistance MRVC Roads and traffic Component 1 Jogeshwari-Vikhroli Link Road PWD DPR Prepared 2 Santacruz-Chembur link road PWD Under Preparation 3 ROB at Jogeshwari (South) MCGM DPR Prepared

4 ROB at Jogeshwari (North) MCGM DPR Prepared

5 ROB at Vikhroli MCGM DPR Prepared 7 Dadar - Mahim One way system MCGM DPR prepared 8 Pedestrian subways and bridges MCGM Under Preparation 9 Station area traffic improvement schemes MCGM Under Preparation (SATIS) 10 Other traffic management schemes MCGM To be finalized 11 Procurement of Buses BEST DPR Prepared 12 Environment-air quality monitoring GOM/MCGM Under Preparation 13 Particulate Matter Reduction Action Plan GOM/MCGM Under preparation

5.1.4 Administrative Framework for Implementing MUTP

5-13 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

MUTP is to be implemented by the Government of Maharashtra (GOM) in association with the Indian Railways (IR). The estimated cost of the project is US $ 885.3 million excluding price contingencies. About 61 % of the estimated cost is expected to be covered by the World Bank loan to Govt. of India and the remaining is to be financed by GOM, IR and the respective implementing agencies. Mumbai Metropolitan Region Development Authority (MMRDA) is the planning and coordinating agency for implementing MUTP.

The administrative set up used for the smooth implementation of MUTP is described in the following paragraphs. Refer Table 5.2 for the organizational set up for implementing MUTP.

Table 5.2 Organizational Setup for Implementing MUTP

No. Organization Functions 1. MMRDA Implementation of R & R activities for rail and non-rail components. Co-ordination and monitoring of the overall _ project. 2. Mumbai Railway Vikas Implementation of all rail projects Corporation (MRVC) 3. MCGM Construction of ROBs, traffic management, environment-air quality monitoring. 4. PWD / MSRDC Construction of roads 5. BEST Procurement of environment and passenger friendly buses. 6. Traffic Police Department Area Traffic Control System

High Powered Steering Committee

A High Powered Steering CommiKteehas been set up, in October 1999, under the chairmanship of the Chief Secretary, GOM, to provide guidance on various issues pertaining to MUTP. The Committee consists of representatives of the concerned departments of GOM, MRVC, IR, MMRDA, BMC, BEST, TMC, Planning Commission of GOI and Department of Economic Affairs (Ministry of Finance, GOI).

Proiec o-ordination Committee

A Project Co-ordination Committee has been set up, in October 1999, under the chairmanship of the Principal Secretary (1), Urban Development Department, GOM, to review the progress of project preparation and implementation and take management decisions to overcome operational difficulties. The Committee consists of representatives from MMRDA, MRVC, IR, BMC, PWD, BEST, Traffic Police, TMC, Slum Rehabilitation Authority and NGOs.

5-14 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

Proiect Management / Monitoring Unit (PMU)

GoM has setup a PMU in MMRDA for overall monitoring, evaluation and co-ordination of the project. The PMU is the principal implementing and monitoring unit for all the R&R activities, and is responsible for co-ordination and monitoring of the whole project. The organizational structure of the PMU, showing the key positions therein, is given in Figure 5.4. PMU works in close association with the project implementing agencies. The PMU proposes to appoint Project Management Consultant to assist the PMU in the preparation of detailed plans, estimates and supervision of construction of houses for PAHs.

PMU will be responsible for keeping overall project accounts for the road and traffic components as well as R&R components, processing disbursement requests, reporting progress and liaisoning with the World Bank. The concerned agencies for the road and traffic components (i.e. PWD, Traffic Police Department, BMC, BEST) will submit monthly expenditure statements to the PMU to prepare a consolidated reimbursement claim. Based on these claims, the PMU will advise the GOM to release the Additional Central Assistance to the concerned agencies, and claim counterpart funds from MRVC for R&R.

Independent Monitoring Panel (IMP)

The IMP has been established by the GOM and will consist of eminent citizens from the Mumbai area in the fields of law, administration, social activity/civil society. The main responsibility of the IMP would be to ensure that the Bank's policies related to social and environmental process are safeguarded. The IMP would operate and interact at the level of the High Powered Steering Committee.

5-15 Mumbai Urban TransportProject EnvironmentalAssessment

Figure: 5.4 MUTP: Prolect Management/ Monitoring Unit

|IndependentMonitoring PoneHighPowereTanst M n J. Proc Dcto i I ~~~~~~~~~Chairedby the ChiefSecretary l I | CoordinationCommittee Chaired by PS,UDD F

| PMU, MMRDAl

- ~~~~~~~~~~I t ProJectDlrectoric

Jt. ProJectDirector Housingand Jt. ProlectDirector Jt. ProjectDirector ExternalRelations SocialDevelopment & LandAcquisition 6

ENVIRONMENTAL ASSESSMENT

MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

CHAPTER6 ENVIRONMENTALASSESSMENT

6.1 MLEAI PLEAMETHODOLOGY AND SCREENINGRATIONALE

6.1.1 EnvironmentalAssessment

Apart from the sectoralenvironmental impacts, individual sub-projectswould have localizedenvironmental impacts. In orderto assess such impactsof major individual sub-projectsMicro Level EnvironmentAssessment (MLEA) have been carried out. For relativelysmaller sub-projectsbelonging to group of similar sub-projectsgeneric environmentalassessment has been carried out in the form of ProgrammaticLevel EnvironmentalAssessment (PLEA). Table 6.1 showsthe sub-projectsand whether they are coveredby MLEA or PLEA.

Table6.1 List of Sub-projectsSelected for PLEAIMLEA

Sr.No.|Nameof the Project Typeof EA Rail Component

1 5th'line betweenSantacruz and Borivali EMP 2 5t and 6th lines betweenKurla and Thane EMP 3 Borivali-VirarQuadrupling of Lines MLEA i) BorivaliBhayander Rail line ii) Bhayander- Virar Rail line 4 Optimizationon western Railway (including12-car rakes on throughEMPI CEMP lines) 5 Optimisationon Central Railway (including12-Car rakes on through EMP/CEMP lines) 6 Optimisationon Harbourline EMP/CEMP 7 DC/ACconversion EMP 8 EMU coachre-manufacturing No EA Req. 9 Track machines No EA Reg. 10 TechnicalAssistance No EA Req. Roadsand Traffic Comronent 1 Jogeshwari-VikhroliLink Road MLEA 2 Santacruz-Chemburlink road MLEA 3 ROBat Jogeshwari(South) EMP 4 ROBat Jogeshwari(North) EMP 5 ROBat Vikhroli PLEA 6 Dadar- MahimOne way system No EA Req. 7 Pedestriansubways and bridges EMP 8 Stationarea traffic improvementschemes (SATIS) EMP 9 Othertraffic managementschemes No EA Req. 10 Procurementof Buses No EA Req.

6-1 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

Sr.No.Name of the Project ITYPeof EA 11 Environment-air quality monitoring INo EA Req. | 12 Technical Assistance, studies training |NoEA Req. |

6.1.2 Screening Methodology

For selecting the above sub-projects for MLEA or PLEA, a screening method has been used. For screening, the following parameters were used:

* Sensitive ecological areas * Air and noise pollution * Special physical features which adds to aesthetics * The type of sub-project activities

The screening methodology used six screens based on the above parameters to identify a sub-project from a group of sub-projects for conducting EA. The summary of six screening steps is presented in Table 6.1.

Table 6.1 Summary of Screening Steps Screen Level Screen Function SCREEN1 . Removesthe sub-projectswith negligibleenvironmental impacts from the selection process and distinguishes the sub-projects which are amenable to PLEA or MLEA

SCREEN2 . Retainsbehind the sub-projectsfor which environmentalanalysis has already been carried out.

SCREEN3 . Passeson the sub-projectslocated in ecologicallysensitive areas for further screening and retains others of the same type. However, if none of the sub-projects is located in ecologically sensitive areas, then all the sub-projects at this level are considered for further screening.

SCREEN4 . Retainsthe sub-projectswhich are not located at sites with major air pollution, noise pollution and health related issues. If none of the sub- projects are associated with these issues, all the sub-projects at this level are passed on for next screening.

SCREEN5 . Examinessub-projects with special features such as visual intrusion, intersection geometry, etc. and allows the sub-projects with special features to move on for the last screening. Again, if none of the sub- projects at this level has such features, then all the sub-projects are subjected to SCREEN 6.

SCREEN 6 * Selects the sub-projects for EA after closer examination with respect to construction and operational activities

6-2 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

For the first levelscreening, the sub-projectswere dividedinto three groups.

The first group comprisedthose sub-projects,which because of their spread and hence potentialfor encounteringdifferent environmental settings were consideredfor detailedor MicroLevel EnvironmentalAnalysis (MLEA). The sub-projectsconsidered underthis categorywere dividedinto the following-

* RoadWidening/Improvements and Upgradations * New Roads * SuburbanRailway Transport

The second group had sub projectswith similar constructionactivities and function and is located in developedurban environmentalsetting. Therefore, Programmatic Level EnvironmentalAssessment (PLEA) was conducted for one of these sub- projects is adequately indicative of the environmentalimplications of other sub- projectsof the same group.The secondgroup containedthe followingsub-projects:

* ROBs * Pedestriansubways * StationArea TrafficImprovement Schemes

The third group consists of sub-projectslike Area Traffic Control, procurementof Buses, Optimizationof Western,Central and Harbor Railways,12 Car Rakeswhich are not likelyto causeany 'direct' adverseenvironmental impacts. Hence,these sub- projectswere not consideredfor environmentalanalysis.

Thus, after dividingthe sub-projectsinto three groups,the third group of sub-projects was straight away eliminatedfrom the selectionprocess at the first screeninglevel. The sub-projectsamenable to MLEA and PLEA were passed on to the second screening test. The second screen removed sub-projects for which EA was conductedearlier, and the remainingsub-projects were passed on for the third level screening.From the third level onwards,sub-projects with lesserpotential for adverse impacts on specified environmentaldomains were systematically removed. This process of screeningled to the selection of sub-projectswith higher potentialfor adverseenvironmental impacts for conductingenvironmental analysis. The screening methodologyinitially subjectedthe sub-projectsto stringentscreening tests, and at the last stage, screeningwas based on subtlerissues, which requiredcloser look at the environmentalsettings of the sub-project.

6-3 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

6.1.3 Results of Screening

The above mentioned screening methodology led to the selection of the following sub-projects for MLEA and PLEA.

Table 6.2 List of Sub-projects Selected for PLEA/ MLEA Sr. No. Selected Sub-project location Type of EA 1 Jogeshwari Vikhroli Link Road MLEA 2 Borivali - Virar Quadrupling of Lines MLEA 3 ROB at Vikhroli PLEA 4 Pedestrian Subway at CST PLEA 5 Thane (W) Station Improvement PLEA

6.1.4 MLEA PLEA Methodology

MLEA

The Micro Level Environmental Analysis (MLEA) was carried out for those sub- projects under MUTP, which required detailed environmental analysis. The detailed analysis was required as these sub-projects have potential to significantly impact on the environment and could influence large areas since these alignments traverse through a variety of environmental settings. These environmental settings include ecologically sensitive areas like forests, mangroves, etc., Also, the sub-projects are expected to change the traffic pattern in the areas near the alignments. Therefore, depending on the environmental setting, the sub-projects could impact air, water, land and ecological resources. There could also be impacts on the residents living near the alignments.

The MLEA of the sub-projects included the following arnlysis.

* Impact on Traffic * Impact on Land-use * Water Quality Impacts * Air Quality Impacts * Noise Impacts * Impacts on Ecological Resources * Impacts on the Quality of Life.

Separate MLEA studies were carried out for the Jogeshwari-Vikhroli Link Road and Borivali-Virar Quadrupling of Rail Lines. Additional MLEA for Santacruz-Chembur

6-4 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Link Road is being separately prepared. The analysis on each of these sub-projects is briefly described in this section.

PLEA

The Programmatic Level Environmental Assessment (PLEA) for the above-mentioned sub-projects was carried out in three parts, viz. environmental status, environmental impact assessment and mitigation measures. Being highly localized sub-projects, the environmental status was determined for an area, which extended up to 150 m from the sub-project site. Generic mitigation measures were identified for the representative sub-projects so that these could be applied to others of the same type. The PLEA was carried out with respect to various components namely: traffic and transport, landuse, ecology, peoples perceptions, air quality, noise levels and severance. Depending on the sub-project type, other relevant impact areas were also considered. Environmental assessment was also carried out for no-build scenarios in respect of all the sub-projects.

For predicting air and noise quality, mathematical modeling has been used.

In case of air quality predictions, three models have been used depending on the site conditions. The models used being:

* CALINE-3, calibrated and suitably adjusted for Mumbai's urban conditions * Box Model * Roll Back Model

The detailed description of these models and calibration details of CALINE-3 is given in "Report on Air Quality Modeling for PLEA /MLEA, 1996".

The ambient day (6 to 21 Hrs) and night (21 to 6 Hrs) time L.q at different receptor distances from the sub-project site were predicted using the Federal Highway Administration (FHWA) model. The model description is presented in "Report on Air Quality Modeling for PLEA /MLEA, 1996". The noise levels during construction phase were estimated considering the cumulative effect of the individual construction equipment/activity.

6-5 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

6.2 MICRO LEVEL ENVIRONMENTAL IMPACT

A) Rail Component

Borivali- Virar Railway Quadrupling of Lines (MLEA)

Introduction

The existing capacity of Borivali - Virar track is highly inadequate to carry the present passenger load. Since the potential for growth between Borivali and Virar is high (as no land is available south of Borivali), increasing the line capacity between Borivali and Virar is expected to at least meet part of the demand. Please refer Fig. 6.3 for landuse along the tracks. The environmental assessment is presented below. This sub-project will require environmental clearance under the Coastal Regulation Zone (CRZ) rules.

Existing Environment and Potential Impacts

Land Environment The proposed alignment passes through level terrain except for a small portion of low lying and marshy area near Bassein creek. The terrain is underlain by basalt rocks. The area falls under seismic zone no. 1 and is susceptible to minor seismic disturbances. Soil falls under 'impervious and semi pervious' category and has moderate erodibility. The soil is suitable for homogenous embankment.

PotentialImDacts Earth work involving cut and fill will have major impact on the land environment. The amount of material would be brought from quarries near Dahisar and is estimated to be equal to 9,08,370 m3. Abandoned borrow pits will create stagnant pools of water. Quarrying will result in loss of top soil and sub soil, and may result in subsidence or collapse of quarry walls.

Earthwork may further disrupt natural drainage and degrade landscape. The ground clearance for laying the track will result in loss of trees and shrubs.

Water Environment

The proposed track will cross one major water body - Bassein creek-between Bhayander and Naigaon Stations and two streams - Dahisar River and Jaffery Creek. There are also two small lakes near the proposed alignment near Bhayander and Virar stations.

6-6 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The creek near Naigaon railway station has low DO (4.9 mg/I). None of the above water sources are used for the purpose of drinking water.

PotentialImDacts

* The proposed construction will not alter the existing water courses. * Construction activities may lead to the siltation of the water bodies. However, there will be no pollution due to wastewater from the construction labour camps, if local labour is made available. * During the operation phase, wastewater will be generated at platforms which needs to be treated suitably before disposal.

Air Quality

The air quality was monitored along the existing Borivali - Virar track at three sites between March 1996 to May 1996. The three monitoring sites were Borivali, Bhayander and Virar. The SO2 and NOx concentrations monitored along the track were found to be in the range of 13 - 38 ,ug/m3 and 15 - 52 pg/M3 respectively. Thus

SO2 and NOx standards were not violated.

The SPM concentrations were also found to be in compliance with the standard except near Borivali, where the average SPM concentration was found to be 228 pg/M3. Thus the area along the track is almost air pollution free.

Potential Impact

Construction activities such as earthwork, rock cutting, transportation of construction material will increase dust levels in the atmosphere. However, these impacts will be of temporary nature. During the operation stage, there will be no impact on air quality as electric trains will be operated on the proposed track.

Noise Levels

The noise levels along the track were monitored at the same three sites where the air quality was monitored. Lq values for day time and night time were found to be in the range of 70 -77 dB(A) and 64 - 72 dB(A) respectively. These levels are quite high compared to the standards for residential areas.

6-7 MumbaiUrban Transport Proect ConsolidatedEnvironmental Assessment

PotentiallmDacts

The operation of construction equipment, such as, compressors, bulldozers, compactors, cranes, will increase the ambient noise level. These could be the cause of concern for the nearby residents. The increased number of trains will generate more noise along the track once the new track is opened for traffic. The U.S. FHWA model was used to predict noise due to train traffic. The maximum increase in noise level over the background levels due to train traffic near sensitive receptors was estimated to be 1.7 dB(A). Thus, overall increase in noise due to railway traffic is insignificant.

Ecological Resources

In a detailed ecological survey along the existing track, three types of vegetation found were: trees planted at or near railway stations; self regenerating weedy vegetation along track between stations; and strips of mangrove plants along the banks of the creek. The number of plants within the 20 m of the eastem side of the existing tract was found to be 428. No endangered species were encountered in the area. However, Avecennia - a mangrove specie in the area - falls under protected category. Some trees along the track are old and are as tall as 15 to 20 m.

Potential Impact The trees within 20 m from the track on the eastern side will be lost due to the proposed sub-project. In addition, Zizyphus and mangrove vegetation (degraded as well as well-grown) will also be lost due to the proposed sub-project. The mangrove vegetation will be lost near Jaffery creek, Bassein creek and the banks of island. The total number of Avicennia marina lost will be 8500.

Land Use

The proposed track passes through a series of settlements, which comprise both slums and multi-storied apartments. Beyond Dahisar and towards Mira Road, land adjacent to the track is mostly vacant. However, station areas and land away from the track are developed. Near creeks, the land is marshy with mangrove growth. Salt pans are also seen along the track between Bhayander and Naigaon. Open lands belonging to railways is leased for cultivation on a 11 month lease.

Potential Impacts The land to be used for the proposed sub-project is already under the possession of Western Railways. However, some parts are encroached by slums which will have to be relocated. Some mangrove patches will have to be cleared. No forest land is involved in the sub-project.

6-8 MumbaiUrban Transport Project ConsolidatedEnvironmentalAssessment

The proposed track is expected to induce residential and commercial development in open areas adjacent to the track. The planned development can change the land use pattern for the better as mangrove vegetation can be restored.

Quality of Life Values

The population from Borivali to Virar is 6.27 lakhs. Average slum family size is 3 members and average income per household is Rs.3400 per month. As per W. S. Atkins study, 1.42 lakhs of people commute per week day between Virar and Borivali. The average time spent on commuting is 2.5 hours. The survey conducted in the area revealed that the people favor the proposed sub-project, and are ready to undergo temporary inconvenience during the construction phase in return of the long term benefits of the sub-project.

Borivali end of the track serves tourist traffic to Sanjay Gandhi National park, Kanheri Caves and Essel World. Vasai Road attracts tourist traffic for hot springs at Vajreshwari (30.4 km from Vasai Road).

Potential Impacts

Temporary employment will be created during the construction phase. The operation of the track will boost local economy and create employment opportunities. Also, the sub-project would allow faster train service to be introduced between Borivali and Virar. This will save travel time and relieve passengers from mental and physical fatigue due to overcrowding.

As per the detailed severance study conducted along the existing track, human settlements, H.T. lines, electric lines, shops, temples, crematorium, will have to be shifted. A total of 798 dwelling units and 50 shops need to be relocated. Three tanks of Indian Oil Corporation will also have to be shifted. Noise levels will be of concern to sensitive receptors near the tracks. Increased frequency of trains may also become a safety concern for the nearby slum dwellers. This will require clearance under CRZ regulation. Updating EA and EMP and obtaining CRZ clearance is in progress.

The EMP for Borivali- Virar Quadrupling of Rail Lines is being updated considering the developments that have taken place since 1998.

6-9 !|M -

DENSEFOFtST-

SPARSEFOItEST

scwisNm

CMASTALWITLAND

VASAI CREEK_

HLLOONTOLIR

RAL

RALWAYSTATION

LOCA AUTHORWIYBOUNDARY

: EJ4DUE ALONGBORIJL-VIRAR RAILWAY TRACKS

MM: l MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

B) Road Component

i) Jogeshwari Vikhroli Link Road (MLEA)

Introduction

The Jogeshwari Vikhroli Link Road (JVLR) is an important link between Eastern and Western suburbs. It connects Western Express Highway (WEH) and Eastern Express Highway (EEH). The road has three sections: (i) WEH to Saki Vihar Road; (ii) Saki Vihar Road to Lal Bahadur Shastri (LBS) Marg; and (iii) LBS Marg to EEH. Please refer Fig. 6.1 for landuse around this road.

The JVLR is proposed to be widened to 3 + 3 lanes having 2 x 11 m carriage way with 2 m central median and 2 x 2 m wide footpaths. The total ROW will be 30 m except for high embankment sections where ROW will be 60 m.

Existing Environment and Potential Impacts

The environmental analysis of the proposed sub-project focused on determining existing status and potential impacts of the sub-project on the following environmental components. * Land * Water , Air * Noise * Ecological Resources * Land Use or Human Use Values * Quality of Life

The main findings of the environmental analysis are presented in the following paragraphs. The environmental analysis is in the process of being updated to reflect the changes since the last baseline studies in 1996.

Land Environment

The Western and middle sections of the road pass through slightly rolling terrain except the portion beyond lIT, which runs down over a steep slope. The eastern section traverses through almost flat terrain.

6-11 kM.1UP ~~~PLNATIAON OOASU~Lw!T4 d ;y : iY ,, ?aUITRY ~~~~~~~~~WATIW'~O ArTTO 3J UAo I Gtkoli 'o, ,At¶S

R m Op A*|: LANDUSE AROUNDJVL MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

PotentialImpacts The proposedroad wideningwould involve cutting and filling. The total quantityof material to be brought from borrow pits (from Dahisar and Turbhe quarries) is 3,14,000 m3 and the quantityof cut materialto be disposedof is 43,704 m3 Borrow pits at the quarrysites will adverselyaffect the sceniclandscape of the area.

Water Environment

Jogeshwari- VikhroliLink Road crossesone small river (Mahim River)and 2 Nallahs. A stretch of the middle section of the road is along Powai Lake. The Powai Lake showedsewage contamination and high TDS (520 - 640 mg/I). DO levelsof the lake rangedfrom 6.8 to 7.2.

PotentialImpacts * Sincethe bridges on Mithi River and Nallahsare already widenedand culverts providedwherever necessary, the proposedsub-project is not likely to result in water logging and increasein flood levels. However,there may be siltationsof the nallahand other smallchannels due to erosion.

* If the constructiontakes place in rainy season,the adjoiningwater bodieswould be affecteddue to surfacerunoff contaminated with loose soil.

* Occasionalaccidents or spills of materialbeing transported could causepollution of surfacewaters.

* Overall,the impacton the waterquality will be of insignificantnature.

Air Quality

Baselineair quality along the alignmentalready exceeds the standards for PM10, 3 SPMand HC. SPMand PM10 levels with their valuesin the range of 650 - 1200pg/M 3 and 130 - 275 pg/M , respectively,were found to exceed their standards.The SO2 and NOx concentrationswere observedto lie between 18 - 47 Jg/rM3 and 16 - 66 pg/rm3, respectively. These concentrationlevels were within the NAAQ standards. CO concentrations(1 - 2.4 ppm) were found within NAAQ standardsof 3.8 ppm (1 3 hour average). Lead was in the range of 0.09 - 0.89 g/iM against the prescribed standardof 1 pg/M3,

PotentialImpacts During the construction phase, earthwork, rock cutting and handling and transportationof constructionmaterial will increasethe ambientdust levels.

6-13 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The operationof diesel based constructionequipment and fuel wood used by the construction labor for cooking will degrade the air quality in the immediate neighborhood.

The constructionrelated air qualityimpacts will, however,be of temporarynature.

Air quality impactsduring the operationstage were assessedusing CALINE- 3 model to predictCO and NOx concentrations.For PM1Oand lead,the roll back methodwas usedto estimatethe future concentrations.Peak hour emissionsfor CO and average daily emissionsfor other pollutantsto be usedas input to the models were calculated from predicted traffic volumes/compositionand Indian Institute of Petroleum (IIP) recommendedemission standards. Emission factors for SPM, and hence PM1o accounted for the re-suspension of particulate matter from the road surface.

The modelinganalysis showed:

- CO concentrationswould meet the National Ambient Air Quality (NAAQ) Standard. NOx concentrationswould exceed the standard, and population exposed to NOx concentrationexceeding the standard was estimatedto be 3700. * PM10 and Lead values were 'timated for 2001 to be in the range of 222 - 357 pg/M3 and 0.16 - 1.06pg/rn' pectively. 4 3 * PM1o valueswere estimateo;or 2011 to be 736,ug/m . * The sectionof the roadlikely to receivethe maximumair qualityimpacts was the easternsection near Gandhi Nagar Square.

Noise

The noise levels measuredalong the proposedalignment as Lq were found to lie between77 - 86 dB(A) and 70 - 77 dE'A) for day time and night time respectively. These levels are quite high comparedtc the day time and night time ambient noise standards.

PotentialImpacts

* The operation of construction equipment, such as, compressors, bulldozers, compactors,concrete plant, etc. will generatenoise, which will be the cause of nuisanceto the nearby residents.

• The impactof traffic relatednoise during operation phase was determinedby using the U.S. FederalHighway Administration (FHWA) model, and after accountingfor backgroundlevels, were found to exceedthe day time and nighttime standards.

6-14 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

* The daytimenoise levels predictedfor the year2011 rangedbetween 70.8 - 80.9 dB(A),whereas the nighttime levelswere foundto lie between58.6 - 73.8 dB(A). The noise standardwas found to be exceededupto 200 m from the road during day time as well as night time. The high noise levels would affect two sensitive receptors- HolyTrinity Churchand CentralSchool (Navy).

EcologicalResources

From ecologicalviewpoint, JVL can be divided into two sections - western section betweenWEH and LBS with non-marshyand non-salineland; and eastern section between LBS Marg and EEH with marshy and saline land. The two ecologically sensitiveareas along the westernsection of the road alignmentare Aarey Farm and Powai Lake. Aarey farm is mainly a grassland.Drying peripheryof Powai Lake has extensivepatches of Lpomeacarpea Farm and Convolvulaceae(Beshrani). Ruderal plants,which are seasonalin nature,can also be seen along some stretchesof the road.

The easternsection of the road at few locationspasses through marshyland, which are usedfor dumpingliquid wastes, municipal and constructionwastes.

PotentialImpacts

There are 363 trees,which are within20 m belt on both sidesof the road.Widening of the westernsection will lead to the loss of a part of these trees. The extensionof the eastern section to four lanes may need clearanceof some mangrovevegetation. However,the latter is alreadyin degradedstate. None of the floral speciesis rare or endangered. Major loss of trees will be from private or enclosedareas, presently coveredby good numberof trees.

Land Use

Certain sectionsof the road alignmentpass through built area with both residential and commercialestablishments along the alignment.These establishmentsneed to be shiftedfor wideningthe road.

Resettlement:

About 890 ProjectsAffected Household (PAH) will have to be resettled.Rehabilitation ActionPlan (RAP) describingthe R & R Policyand Institutionalframework along with

6-15 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

baselinesocio-economic survey has been completed.Site specificRIP (and CEMP) has alreadybeen prepared.

The EMPsfor JVLR is being updatedconsidering the developmentsthat havetaken place since 1998.

ii) SantacruzChembur Link Road (MLEA)

Detailedfeasibility, engineering and EA of these sub-projectsare in progress.About 2171 PAH would need resettlement.Baseline socio- economic survey has been carried out. RIP and CEMP will be undertakenafter the completionof engineering design.

6.3 PROGRAMMATICLEVEL ENVIRONMENTAL IMPACT

i) ROB at Vikhroli (PLEA)

The ROB is proposedto be constructedon LC No. 14 locatedto the south of Vikhroli station. It is on PirojshaGodrej road, which connectsLal BahadurShastrl (LBS) Marg on the west of Vikhroli station and Eastern Express Highway (EEH) on the east. Pleaserefer Fig. 6.2 for the landusepattern. LBS roadis about 280 m awayfrom the LevelCrossing (LC) and it is 12.5 m higher in elevationcompared to LC. The EEH is about500 m to the east of the LC and its elevationis 4.3 m lower comparedto that of the LC. Sincethere is significantelevation difference between the startingand ending pointsof the sub-project,the approachesare proposedon viaducts.

Land use

Constructionof ROBwould dislocateabout 185 (G + 1) structureswith small business units in the ground floor and residencesabove. The sensitive landuses will be impacted by higher air and noise pollution during construction and operational phases. The ROB may give rise to induceddevelopment, and may lead to illegal occupancyunder the proposedROB. Therecould be visual intrusiondue to ROB.

Ecoloav

The site has no sensitive ecologicalfeatures, except sparsely distributed ruderal vegetation.About 10 growntrees will be cut.

6-16 Jo9 MUMBAIURBAN TRANSPORTPROJECT - II (M U T P- II) DBC.LE 1:6000

CLIEN MUMBAIMETOPOUTAN DEVLOPMENT AUTHORITY. CfD.3 CHD.BY A.S.R.8/8/96S MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Peoples perceptions

Respondents feel that the LC is located in a most convenient place to access railway station. Majority of the respondents feels that the congestion is mainly due to informal commercial activities and frequent closure of LC. 55% of the respondents feel that the ROB should be constructed as it would relieve congestion. Over 80% of the people in the area felt that the air and noise pollution will be immense during construction phase. Pedestrian inconvenience is perceived as major impact during construction.

Traffic and Transiort

The pedestrian and traffic movement will be adversely affected during construction phase of ROB. The traffic movement with respect to speed and delays will be substantially improved due to ROB.

Air

S02, NOx, lead in SPM and CO values are well within the NAAQ Standards for residential areas. The PM10 and SPM values substantially exceed NAAQ standards. This may be due to re-suspension of dust. There would be fugitive air emissions during construction phase. Air quality would be impacted due to emissions from firewood burning in labour camps, pollution from construction equipment, and pollution from vehicles during operational phase of the ROB.

Noise

The day and night Leqexceeds commercial and residential area standards. High noise levels are expected due to construction activities. There would be noise pollution from increased vehicular traffic with higher speeds during operational phase.

Significant Beneficial ImDacts

The Traffic movement with respect to speed and delays will be substantially reduced after construction of ROB. Moreover, this would facilitate reduction of headway on central railway line.

Resettlement:

The initial assessment indicated that 173 PAH have to be resettled. However recent changes in design indicate that this could be substantially reduced. Baseline Socio - economic Survey (BSES) has been completed and preparation of RIP - CEMP will be undertaken soon.

6-18 MumbaiUrban Transport Project ConsolidatedEnvironmentalAssessment

The EMPsfor Vikhroli ROBis beingupdated considering the developmentsthat have taken place since 1998. The site specificEMPs for ROBsat JogeshwariSouth) and (North)are separatelybeing prepared.

ii) PedestrianSub-way at CST

ChhatrapatiShivaji Terminus (CST) is a Central RailwayTerminus for suburbanand outstationtrains. The proposedsub-way includesthree sets of stairs and about 80 metres of passagewayto serve the pedestrianmovements. The passagewayvaries in width from 7.5 to 12 meterswith 5-meteradditional depth for flankingshop space on each side. The five flights of existingstairs down from CST to D.N. Roadwould be relocatedto insidethe terminus.

Land Use

The CST area has public, semi-public,commercial and private land uses. There are no sensitiveland use areas. Specialland use featuresinfluencing the pedestrianand vehicular traffic include informal sector commercialactivities location of the major intra and inter city railwayterminus, access to CST, BMC head quartersand other public land uses. These land uses will be temporarilyaffected during construction phase. The informalcommercial sector land use will be totally removedduring construction phase.

Trafficand Transport

The maximumpedestrian volume occurs during 10.00to 11.00hours with pedestrian volume of 15,275 and at this time, the traffic volume is about 5000 pcus. The area experienceslonger vehiculardelays and higheraccident potentialdue to pedestrian vehicularconflicts. There would be major disruptionin traffic and inconvenienceto pedestriansat CST junctionduring construction period.

On completionof the sub-projects,substantial improvement in vehicularspeeds and reduction in delays would be realized. Pedestrian vehicular conflicts will be eliminated.

Air

The CO, HC (non-methane),PM 10 and SPM levelsexceed the NAAQstandards. The NOx, SO2 and the lead in SPM are well within NAAQ standards.The air quality impacts during construction phase would be due to fugitive air emissions and

6-19 MumbalUrban Transport Pmject ConsolidatedEnvironmental Assessment

emissions from construction equipment. At operation stage, emissions from operating vehicles would contribute to air quality impacts.

Noise

The day and night L.q values exceed the commercial area standards by about 18 and 21 dB (A) respectively. There would be high noise levels due to construction activities. Noise pollution would also be from increased vehicular traffic with higher speeds during operational phase.

Significant Beneficial Impacts

* Substantial improvement in vehicular speeds and reduction in delays on construction of the subway. * Pedestrian vehicular conflicts will be eliminated on operation of the subway thereby reducing the accidents.

This was initially identified for inclusion in MUTP. However it has now been implemented. Instead a study is in progress to establish feasibility of pedestrian subways at 30 locations in Mumbai and carrying out detailed engineering along with EMP, based on the one prepared for CST. !

The EMPs for various Pedestrian Sub-way schemes are being separately prepared.

Iii) Thane (W) Station Area Improvement

The sub-project involves Thane railway station approach area on the western side. Station Area Improvement scheme includes: optimisation of the phasing system of the traffic signals for the intersection at the exist point of the station area; rearrangement of bus and auto parking in front of railway station; and channeling of the bus stands for smooth vehicular movement.

Land Use

The land uses at Thane station area include residential, commercial, public (bus depot); semi-public (Cinema theatre) and informal commercial activities lined up along the station road

The special land use features which have direct impact include: * Movement of state transport buses, * Intermediate transport generated by intra and inter city transport services,

6-20 MumbaiUrban Transport Prqoect ConsolidatedEnvironmental Assessment

* Informal commercial activities occupy foot path and part of the road thereby causing congestion, and * Nearby cinema theatre generating heavy pedestrian volume during peak hour traffic period thereby increasing congestion.

As the existing land uses are already saturated, there would not be any major negative or positive impacts on land uses due to the implementation of the proposed improvement schemes

Traffic and TransDort

The entry and exit roads are operating at capacity and hence experience severe delays and congestion. Seventy percent of the traffic entering into Thane station (W) area is composed of autos. Heavy pedestrian volume of the order of 1.2 lakhs per day is leading to increasing vehicular pedestrian conflicts. Without the station area improvement, the present situation would further deteriorate.

The implementation of the proposed scheme would temporarily disrupt the traffic circulation and pedestrian movements.

Air

The NOx, SO2 and lead in SPM are well within NAAQ standards. CO, PM10 , SPM and HC (non methane) exceed the NAAQ standards.

The construction phase of the sub-project will generate fugitive emissions. However, these emissions will be marginal in nature as the construction activities are very minimal.

The day and night Lq values exceed the commercial area standards by 13 and 17 dB(A) respectively. Marginal increase in noise levels is expected during construction phase.

The noise levels would increase on implementation of the sub-project.

Siqnificant Beneficial ImDacts

* Without the station area improvement, the present situation would further deteriorate * The traffic conditions would marginally improve by implementation of the sub- project.

6-21 MumbaiUrban Transport Prmect ConsolidatedEnvironmental Assessment

This sub-projectis no more consideredfor MUTP.Instead a study of SATIS is in progressfor 6 suburbanrailway stations.This will also include EA and EMP on the basisof Thane.

The EMPsfor variousSATIS schemes are being separatelyprepared.

6-22 ENVIRONMENTAL MANAGEMENTPLAN

Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

CHAPTER7 ENVIRONMENTALMANAGEMENT PLAN

7.1 INTRODUCTION

EA Process In responseto the deterioratingtransport scenario in MMR,the MMRDAprepared a ComprehensiveTransport Plan in 1994,which provideda strategicframework for improvingthe transportsector of MMR. Thefour strategictransport options identified underthis studywere subjectedto EnvironmentalAssessment (EA) in the form of SectoralLevel Environmental Assessment (SLEA), to identifythe one,which would haveminimum adverse environmental impacts. This resultedin a preferredstrategy comprisinga larger set of projects.Considering the financialsustainability and the economicevaluation of subprojectsan investmentprogram comprising a subsetof projectsrecommended in the preferredsectoral strategy is arrivedat. This subsetof projectsis thensubjected to ProgrammaticLevel Environmental Assessment (PLEA) and Micro-LevelEnvironmental Assessment (MLEA). A flowsheetof the entireEA processis givenin Figure7.1.

Apart from the sectoralenvironmental impacts, the individualprojects will have localizedenvironmental impacts. The sub-projectsincluded pertain to rail and road improvementschemes. The projects were screened with respect to various environmentalparameters such as air andnoise pollution, sensitive locations etc., to determinethe type of EA required. PLEAswere preparedfor small genericsub projects, such as, flyovers, ROBs, Pedestriansubways, Station Area Traffic ImprovementsSchemes (SATIS). MLEAs were done for individualprojects that were expectedto havesignificant environmental impacts. The type of EAfor eachof the projectin MUTPis givenbelow in Table7.1.

Table7.1 List of ProjectsSelected for PLEA/MLEA Sr.No.Name of the Project Type of Status of EAIEMP EMP Scheduleof I IEA Preparation Completion Rail Component 1 5thline betweenSantacruz and EMP These works are in an Borivali advanced stage of completion. Environmental 31/1/02 audit and EMP are to be completed. 2 5 h and 6th lines betweenKurla EMP These works are in an andThane advanced stage of completion. Environmental 31/1/02 audit and EMP are to be completed. 3 Borivali-VirarQuadrupling of MLEA EA & EMP done in 1998. 31/1/02 Lines EMP being updated. i) Borivali Bhayander Rail

7-1 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

line ii) Bhayander - Virar Rail line 4 Optimization on western EMP/ PAH have been resettled in 31/1/02 Railway(including 12-car rakes CEMP permanent / transit on through lines) accommodation. CEMPs are being prepared for ______these resettlementsites. 5 Optimisationon CentralRailway EMP/ (including 12-Car rakes on CEMP through lines) _ 6 Optimisationon Harbourline EMP/ CEMP 7 DC/ACconversion EMP Being Prepared 31/1/02

8 EMUcoach re-manufacturing No EA . Req. 9 Track machines No EA Req. 10 TechnicalAssistance No EA ______= ______Req . Roadsand Traffic Component 1 Jogeshwari-VikhroliLink Road MLEA EA & EMP done in 1998. 15/12/01 I___ ==______I EMP being updated. 2 Santacruz-Chemburlink road MLEA EA / EMP Being prepared 31/12/01 as a part of the engineering feasibilitystudy. Independent Review of 31/1/02 EMPS 3 ROBat Jogeshwari(South) EMP Being done on the basis of 31/1/02

I __ I _l______PLEA for ROB at Vikhroli. 4 ROBat Jogeshwari(North) P Being done on the basis of 31/1/01. .______PLEAfor ROB at Vikhroli. 5 RC Vikhroli PLEA EA & EMP done in 1998. 31/1/02 EMPbeing updated. 6 Da,. Mahim One way system No EA Req. 7 Pedestriansubways and bridges EMP EA & EMP for CST (VT) 31/3/02 done in 1998. EMP for other subways being done on basis of CST- EA / EMP. 30/4/02 Independent Review of _____E_ MPs 8 Stationarea traffic improvement EMP EA/EMPfor Thane done in 31/3/02 schemes(SATIS) 1998. EMP for other SATIS being done on the basis of Thane EA / EMP. Independent Review of 30/4/02 ______EMPs 7-2 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

9 Other traffic management No EA schemes Req. 10 Procurementof Buses No EA Req. 11 Environment-air quality No EA monitoring Req. 12 Technical Assistance, studies No EA training Req.

Projectsat 8 to 10of Rail do not involve any civil work. EA is thus not required. Progress at 9 to 12 of Road Component are related to traffic and air quality management and does not involveany Civil work. EA is thus not required.

7-3 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

FIGURE 7.1 ENVIRONMENTALASSESSMENT PROCESS

ComprehensiveTransportation Study 4 strategic options 1. Dominimum 2. Publictransport option 1994 3. Publictransport + Demandmanagement 4. RoadInvestment option

Sectoral Level EnvironmentalAssessment (SLEA) Evaluationof strategic options with respect to the followingenvironmental criteria 1996 - Traffic Analysis - Impacton Air, noise, social, ecological resourcesand transportationservice quality

Selection of strategic option (PT + DM) 1 Screening of projects with respect 1997 to potential impacts

Programmatic Level Micro-levelEnvironmental Environmental Assessment Assessment(MLEA) (PLEA) - Subprojectsselected - road - Sub-projects selected: improvements,suburban railway 1998 ROBs,pedestrians subways subprojects - Analysisof traffic& transport - Impacton traffic, air, noise,water - Impacton air, noise, social and landuse,social and ecological ecologicalresources, landuse resources.

Preparation of updated and consolidated 2001 EA and proiect specific, EMPs

IDraft Consolidate EiA Puli l | ~~~~~Consultation

2101

Note: The Current Project Stage Is HighlightedIn The Above Figure

7-4 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Environmentalimpacts of eachof the aboveprojects are describedin Chapter6 and a summaryof impactsis givenin thefollowing Sections.

EnvironmentalManaaement Plans Plansare preparedfor mitigatingand managingpotential adverse environmental impactsidentified in SLEAand projectspecific PLEA/MLEA studies. TheseEMPs are accompaniedby institutionaland reporting framework to ensure EMP implementationand monitoring programs for individualprojects.

7.2 SECTORALLEVEL ENVIRONMENTAL MITIGATION AND MANAGEMENT PLAN

In spiteof havinga transportstrategy with the leastenvironmental implications for the region, MMR is bound to experienceenvironmental impacts from transportation sector on accountof increasein both humanand vehiclepopulation. Thereare severalenvironmental issues that need to be addressedat the sectorallevel e.g. increasein air and noisepollution, ecological impacts from extensionof railwaysin ecologicallysensitive areas, rehabilitationof displacedpeople etc. Mitigation measuresfor addressingthe aboveissues are takenup at sectorallevel usingthe SLEAframework.

Reducingtraffic congestion,vehicular emissions and noise could alleviatethe impactsdue to the developmentof the transportationsector as a whole. The mitigationmeasures are developedat legal, policy and administrativelevels for reducingsectoral level environmental impacts.

7.2.1 SectoralLevel EnvironmentalImpacts

The SLEAwas carried out for the four suggestedtransport options with respectto six major parametersviz. Transportand Traffic Efficiency,Ambient Air Quality,Noise, Ecologyand Social (R & R). Impactson theseparameters were studied in four major sub-regionsof MMRviz. the IslandCity, EastemSuburbs and WesternSuburbs of GreaterMumbai City and the Restof MMR(See Map in Figure1.1 In Chapter1).

In order to assessthe impacts,a numberof indicators/indiceswere identifiedfor eachof the aboveenvironmental parameters. Baseline monitoring of the parameters werecarried out in the year 1996and the impactswere predicted for all the transport optionsfor the year2011. Theseare presentedin detailin Chapter4. The critical environmentalissues that need mitigationmeasures at the sectorallevel are summarisedbelow:

* Ambientair quality(mainly for PM10 ) woulddeteriorate and noiselevels would increasedue to projectimplementation. * Displacementof projectaffected households. * Ecologicalimpacts. * TrafficManagement and Safety.

7-5 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

'.2.2 SectoralEMP

At the sectorallevel, a varietyof policy,legal and administrative measures could be usedto manageenvironmental impacts. These are described in Table7.2 (a).

The formulationand implementationof severalof the measuresindicated depend upon a variety of parameterssuch as promulgationof rules and standards particularlyby GOI, techno-economicfeasibility of the suggestedmeasures, public pressure,directives of SupremeCourt and HighCourt etc. Thusthe time framefor implementationof these measurescannot be decidedas a part of MUTPby the project authorities or GOM alone. However, a suggestive framework for implementationof the EMPsincluding institutional responsibility, authorities and time frameis givenin Table7.2 (b).

7.2.3 SectoralLevel Monitoring

Sectorallevel monitoring is neededto assessthe successof the mitigativemeasures in improvingthe environmentalquality and arresting the deteriorationof the environmentalquality and also to updateEMP based on the feedback obtained from monitoring.

The monitoringplan presented here mainly includes monitoring of the environmental quality,R&R andmonitoring traffic parameters. The planis givenin Table7.3

Monitorinaof EnvironmentalQuality Environmentalquality particularly with respectto air pollutionand noiselevels, must be monitoredon continuousbasis, as theseenvironmental components are likelyto be affectedmost by the transportationstrategy.

Environmentalquality monitoring shall be carriedout withthe objectiveof assessing the changein environmentalquality due to the transportationstrategy, so that the strategy can be updated in response to the monitored results. Since the environmentalquality of GreaterMumbai is also affectedby factors other than transportationactivities, environmental monitoring programme for the transportation strategyshall be integratedwith the regionalenvironmental monitoring programme. The recommendedminimum environmental quality-monitoring programme with the focus on the transportationstrategy is givenin Table7.3. The locationof monitoring sitesshall be decidedby MMRDAin consultationwith MCGM.

Monitorinaof Social(R&R) ComDonents A number of MUTP projects will result in displacementof population. The resettlementand rehabilitationprocess of the displacedpopulation will be closely

7-6 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

monitoredby MMRDAand IMP. The methodologyfor such monitoringis given in paragraphs64 to 68 of ResettlementAction Plan, September 2001, MMRDA.

Monitorinaof TrafficMovement The MUTPproject is expectedto bring abouta substantialimprovement in traffic movementin MMR and GreaterMumbai. Varioustraffic parameterssuch as volume,speed etc. for roadsand passengertrips for railwaywill be monitoredto trackchanges in trafficmovement. As a part of MUTP,a Traffic ManagementUnit (TMU)is beingestablished in MCGM. The TMU will undertakeperiodic studies to monitorthe traffic movements and impact of proposedmeasures in MUTP.

7-7

Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.2 (a) Sectoral EMP Environmental Regulatory Measures Policy Measures Administrative Measures Impact Ambient Air Quality * Stringent emission Review and Implementation of recommendations * Strict enforcementof air Deterioration standards for vehicles at madeby committeefor reducingvehicular pollution emission manufacturing and in Mumbai, constituted under the Mumbal High operationallevel, Court Orderdated December15, 1999.Some of the * Enhancing of the current * Use of cleaner major recommendationsare: monitoring network of MCGM as technologies, such as,pereomnaingvnnth catalytic converters for * Reducing sulfur content of diesel initially to per recommendationgiven in the petrol driven vehicles, 0.05% and finally to 0.005% by 1j April 2005. study M Strengthening the Air four stroke engines for * Reductionin Benzene content of petrol from the Quality Monitoring Network two and three wheelers, present level of 3% to less than 1%. Operated by MCGM" completed * Measuresto prevent fuel * Refineriesare recommendedto implement the In year 2000. adulteration, 'Marker' system for detecting adulteration in * Legal support for policy fuels and lubricants. * To developPMIo abatement and administrative level * All the retail outlets in MMR should sell only pre- strategy. (Study commencedby mitigation, mixed petrol through dispensers to two and MMRDAin Sept. 2001) * Permitting use of three wheelers with effect from 1st October alternate fuels such as 2000 * Vehicle Inspection and CNG and LPG as * All petrol taxis above the age of 15 years and MonitoringProgram: automobile fuel. (Already diesel taxis above the age of 8 years be Promote vehicle inspection and done as per Liquefied convertedto CNG or any other clean fuel and all maintenance centres. Petroleum Gas diesel taxis above the age of 8 years should be Commercialvehicles to obtain a (Regulation of Use in converted to clean fuel3 wheelers above the Certificate of Fitness from Motor Vehicles) Order, age of 10 years to be scrappedor converted on approved Inspection and 2001. CNG or any other clean fuel. All transport MaintenanceCentres. vehicles, except 3 wheelers and BEST buses over the age of 15 years to be scrapped unless converted to clean fuel. All BEST buses older than 20 years to be scrapped or converted to CNG. * All petrol driven vehicles registered in Mumbai prior to 1st April 1995 are recommendedto be fitted with catalytic converters. . (Court is yet to decide)

7-9 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.2 (a) Cont.. Environmental Regulatory Measures Policy Measures Administrative Measures Impact A Noise ExplicHpolicy for noise reductionfrom vehicle Montoring of noise levels at engines, exhaust,tyr qnd road surface. sensitivereceptors. Identifying c,--. II'es of noise. Reducingtraffic noise impact by placingnoise barriers to the extent feasible. SocialImpact Govemmentof Maharashtra Projectaffected householdsto be rehabilitatedas PMU - MMRDA Is responsiblefor adopteda policy of R & R in per the RehabilitationAction Plan (RAP) and entire R& R. An Independent 1997.All resettlementto be projectspecffic RIP, CEMP. More details in Chapter MonitoringPanel has been undertakenaccording to the 8. appointedto monitorthe same. policy. EcologicalImpacts MMR - RegionalPlan The IndianForest Act and Coastal RegulationZone Strict enforcementof Development provides land use zoningand (CRZ)notification of 19/2/91>,rovide necessary regulations to contain growth in developmentcontrol policyframework to minimiseecological impacts. ecologicallyfragile areas. regulationsconsistent with these regulations.GoM has preparedCoastal Zone ManagementPlan (CZMP), which has been approvedby .__,_ MoEF. Traffic ManagementW Implementingrecommendations of the committee * Enforcement of road safety and RoadSafety appointedby Mumbal High Court (See above). The rules. major traffic managementpolicy recommendations * Development of emergency include: plans to deal with road/ rail * Strengthening traffic and transportation accidents Involving hazardous planning, traffic operation, traffic signals and substances. signs,and area traffic control. * Modal Integrationoutside railway station and at ferry landings,control of on-streetand off-street parking, managementof traffic demand, power to collect certain parking fees and I supplementary charges on road traffic.

7-10 Mumbai UrbanTransport Project Consolidated EnvironmentalAssessment

Table 7.2 (b) Sectoral EMP Implementation Framework

Parameter j Mitigation Measures Responsibility Time Frame Supervision

AIR POLLUTION Regulatory Stringentemission standards, Use of Clean Fuel Govt. of India Already in progress. Not Applicable. Measures etc.

Policy Several policy measureshave been suggestedfor GOI / GOM Policies are In various stages of Various agenciesas Measures: use of clean fuel, scrappingof obsolete vehicles being drawn up. e.g Mumbai High and when policies are etc. Several of such measures are pending Court decision of October 2001 implemented. clearancefrom Mumbai High Court. requiresvehicles more than 15 years to be scrappedor convert to CNG.

Administrative Strict enforcementof vehicularair emission RTO Already in progress GOM Measures standards.

Enhancing of the current air quality monitoring MCGM To commencealong with MUTP MMRDA network of MCGM as per recommendationgiven project implementation. in the study " Strengthening the Air Quality Monitoring Network Operated by MCGM" completedin year 2000.

To developPM 10 abatementstrategy. Various Study commencedby MMRDAin MMRDA agencies Sept. 2001. identifiedIn the on-goingstudy. Vehicle Inspectionand MonitoringProgram. RTO Plans to be drawn up and MMRDA implementedduring MUTP.

7-11 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.2 (b) Continued Parameter Mitigation Measures Responsibility Suggested Time Frame Supervision

NOISE Policy Measures Explicit policyfor noise reductio' m vehicle RTO IFkisg of time frame is not MMRDA engines,exhaust, tyre and roaaL, iace. possible at this point.

Reducingtraffic noise impact by placing noise RTO MMRDA barriers to the extent feasible. Administrative Monitoringof noise levels at sensitive receptors. MCGB& RTO Within 1 year MMRDA Measures Identifyingsources of noise. SOCIAL IMPACT

Policy Measures PIA - MMRDAis responsiblefor entire R& R. An GOM Already done independentMonitoring Panel has been appointed to monitorthe same Administrative Projectaffected households to be rehabilitatedas PIA To be done before MMRDA Measures per the RehabilitationAction Plan (RAP) and I construction projectspecific RIP, CEMP. More details in l ResettlementAction Plan, September2001. l ECOLOGICAL IMPACTS Administrative Strict enforcementof Developmentregulations to UD Already being done MMRDA Measures containgrowth in ecologicallyfragile areas.

TRAFFIC MANAGEMENT AND ROAD SAFETY Policy Strengtheningtraffic and transportationplanning, RTO, MCGM - In Progress- To be MMRDA traffic operation,traffic signalsand signs, and area TMU strengthenedin MUTP. traffic control. Administrative Modal Integrationoutside railway station, control RTO, MCGM- To be establishedduring MMRDA of on-streetand off-streetparking, managementof TMU MUTP. traffic demand,power to collectcertain parking fees and supplementarycharges on road traffic.

7-12 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table7.3 EnvironmentalQuality Monitoring

Parametersto RecommendedSites Sampling duration and Responsibility be monitored Frequency AmbientAir Quality: CO, HC, Nox, As per recommendation As per recommendationgiven MCGB

SPM, PM10, given in the study i in the study i Strengthening So2 Strengthening the Air the Air Quality Monitoring Quality Monitoring Network Operatedby MCGM" Network Operated by completedin year 2000. MCGM" completed in year 2000. Noise: To compute Same sites as above Same as Above

L-qu, L10t L50, and Lg_ Social (R&R) _ Living At resettlementsite 1 year after resettlement. MMRDA Conditions of PAH's. Drinking water supply, sanitation and other facilities Traffic Movement Traffic volume, At individualsub-project At least once in a year RTO/ MCGB-TMU speed sites and main arterial routes

7-13 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

7.3 PROJECTLEVEL ENVIRONMENTALMITIGATION AND MANAGEMENTPLAN

As discussed earlier, individual projects would give rise to localised environmental and social impacts. The environmental impacts were assessed at two levels - (a) Micro Level (MLEA) for individual projects that were expected to have significant environmental impacts and (b) Programmatic level (PLEA) for small generic sub projects, such as, flyovers, ROBs, Pedestrian subways, Station Area Traffic Improvements Schemes (SATIS). The projects, which have been finally selected for implementationand for which EMPs have been prepared, are given earlier in Table 7.1.

7.3.1 Summary of Environmental Impacts/Issues

As seen in Table 7.1 given earlier, EA and EMP for the following projects have been prepared in the year 1998. The environmentalimpacts of these projects and related aspects considered for mitigation plans are described in Table 7.4 (a) to (e) respectivelyattached at the end of this Chapter:

ML, A * Jogeshwari-VikhroliLink Road (JVLR) * Borivali-VirarQuadrupling of Rail Lines(BVQR)

PLEA i Road Over Bridge at Vikhroli - PedestrianSubway at CST * StationArea Improvementat Thane Station

7.3.2 Environmental Mitigation Measures and Management Plans

The status of EAIEMP preparation is described in Table 7.1 earlier. This section details the environmental management plans or mitigation measures (EMPs) developedfor the following 5 sub-projects:

* Jogeshwari-VikhroliLink Road (JVLR) * Borivali-VirarQuadrupling of Rail Lines (BVQR) a Road Over Bridge (ROB)at Vikhroli * PedestrianSubway at CST • StationArea Improvement(SAT-IS) at Thane Station

The EMPs for these sub-projectswere preparedin 1988 by AIC Watson Consultants Ltd. These EMPs are currentlybeing updatedto encompassthe changes in baseline data and site conditions that may have changed since the year 1998. Thus, the EMPs presentedhere may undergosome modificationsidentified during the updating

7-14 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

process. The schedulefor updatingof EMPs for the above mentionedsub-projects are given in Table 7.1.

As mentioned in Table 7.1, EMPs for the remaining sub-projectswill be prepared based on the related earlier EMPs. The table also gives the schedulefor completion. For instance,there are 30 pedestriansubway projects and 6 SATIS projects. The EMPs presented for the CST pedestriansubway and Thane Station SATIS will be used to prepare EMPsfor remainingprojects in these categories.

EMP's are developed for the above projects for the design, construction and operation phases of the projects and are given in Table 7.5 to 7.9 respectively attached behind this Chapter. The EMPs give the mitigation measures for the environmentalimpacts of the above projects summarisedin Tables 7A (a) to (e). The EMPs include references to the contract documents and responsibilitiesfor implementation. The EMPs are mainly prepared for the following significant environmentalimpacts/issues:

- AmbientAir Quality Deterioration * Increasein Noise Levels * Adverse Impactson Ecology(Flora/Fauna) * Populationdisplacement * Land degradation * Surface and groundwaterdegradation * Occupationalhealth and safety * Impactson Traffic and roadsafety

In order to allow the local communitiesand road/rail users the benefit of a better corridor of movement and enhanced environmental setting, various site-specific environmentalenhancement plans are preparedand are a part of the overall project design. These enhancement measures typically include landscaping, roadside plantation, public seating at various locations, environmentally compatible architecture etc. These measureswill be specified in the updated EA and EMP reports.

7.3.3 Environmental Monitoring Plan

Environmentalmonitoring plans have been specifically developed for MUTP sub- projects, involving monitoring sites, monitoring parameters, time and frequency, collection, analysis and the report of monitoring data. The objectives of the monitoringplan are:

* To record the impact of MUTP on urban environmental quality during the constructionand operationphases; * To evaluatethe effectivenessof the mitigationmeasures during the construction and operation phases.

7-15 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

* To satisfy the legal and communityobligations * To respond to the unanticipatedenvironmental issues at an early stage and to verify the accuracyof environmentalimpact prediction.

At the project level, the vital parameters or performance indicators that will be monitoredduring constructionand/or operationstages of the project include:

* Ambient air quality - SO2, PM1 ,, CO, NOx * Noise levels near sensitivelocations * Re-plantationsuccess/ survivalrates * Traffic volumeand characteristics

The recommendedenvironmental quality-monitoring programme for the projects are given in Tables 7.10 to 7.14 attached behind this Chapter. Methodologyused for sampling and analysis will be as per prevalent requirements of Ministry of Environmentand Forestand Indian Standard(IS) codes. These monitoringplans are for the EMPs prepared in 1998 and are being updated along with the respective EMPs.

7.4 INSTITUTIONAL SETUP, COORDINATION & STRENGTHENING

7.4.1 Institutional Set-up and Coordination

The monitoringand evaluationof the EMPs are critical activities in implementationof the various projects. Monitoring involves periodic checking to ascertain whether activitiesare going accordingto the plans. It providesnecessary feedback for project managementteam to keep the programon schedule.

The monitoringand reportingprocess for mitigationmeasures during constructionwill initiate from the contractor at the lowest rung who will report to the Project ImplementationAgency (PIA) through the Project Manageme-' consultant. The monitoring process and the roles and responsibilitiesof the various agencies for coordinatingand managingthe EMP implementationis describedbelow:

Project Implementation Agencies (PIA) and Project Contractors The responsibilityof implementingthe various environmentalmitigation measures lies with the PlAs, such as MunicipalCorporation of Greater Mumbai, Public Works Department,Maharashtra State Road DevelopmentCorporation. The responsibility also includes various tasks such as notifying various affected parties such as the residents and commercial establishments,facilitate the relocation of people, notify other utility departmentssuch as telephone,water supply, sewerage etc. which use the road for providingpublic utilityservices.

The PIA will get the EMP implementedthrough the Project ManagementConsultant (PMC) by incorporatingthe EMP requirements in the contractual agreement along

7-16 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

with the provisionof penaltiesto be levied if the contractor fails to comply with the conditions. The contractor shall submit a report on compliance with the environmental mitigation measures (Environmental Compliance Reports, ECRs) before start of constructionactivities and periodicallythereafter to the PIA. The PlAs will then submit the ECRs to the JPD (Env),which after review and monitoringwill be submitted to IMP through the Project Director, MUTP for confirmation of the implementationof the environmentalmitigation measures. The Project Director will accordingly submit the report to the World Bank. (Refer Figure 7.2 for the co- ordinationmodel).

MMRDA MMRDA as an apex organisation shall initiate co-ordination process among the concemedorganisations for EMP implementation.MMRDA shall take lead in: * reviewing the progress of the projects and plans for the subsequent year - Institutionwise * reviewing and discussing the salient features of the reports in the year on environmentalaspects/statistics like emissioncheck and violations. * organisingand co-ordinatingtraining programmes for all memberorganisations.

An IndependentMonitoring Panel (IMP) has been constituted by MMRDA with the objective to ensure that the Bank's policies related to social and environmental issues are followed. The Chairmanof IMP is Ex-ChiefSecretary to Govemment of Maharashtra. The other membersare an eminent EnvironmentalEngineer, a senior Journalist and a leading Advocate. The IMP will meet periodically to review the periodical reports, environmental compliance report, etc. submitted by PlAs and PMCs/Contractors.

MMRDA has proposed a co-ordinationmodel (Refer Fig. 7.2) for promoting effective implementationof EMPs at sectoral level and at project level during constructionand operation phases. The responsibilitiesof key functionariesfor EMP implementation are: * The Project Director, MUTP has the overall responsibilityof implementationof EMPs and co-ordination of all the environmental related matters of the transportationprojects. * The Joint Project Director (Environment)is responsiblefor both environmental planning and management. He will also be responsible for co-ordinating the environmental related works and ensuring preparation and implementationof sectoral and project level EMPs for the transportationprojects. In respect of R&R, he is particularlyresponsible for ensuring preparationand implementation of CommunityEnvironmental Management Plans (CEMP).

7.4.2 Reporting Requirements

Section 7.4.1 above descrbes institutionalframework for EMP monitoring. It is also important to identify the key parametersthat have to be monitored and establish a

7-17 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

reportingsystem. The rationalefor a reportingsystem is to ensureaccountability for implementingthe EMPs.

A genericreporting system proposed to befollowed is givenin Table7.15. However, the monitoringparameters and frequencyof reportingare project specificand dependupon several factors such as:

* Environmentalcomponents affected * Constructionschedule of the project * EnvironmentalManagement Plans sugges!-d

Projectspecifi- monitoring Schedules as per formatare givenin Table7.15 will be preparedar iade availablein the updatedPLEA and MLEA reports for the projects. Sp, .-nc reportingformats will alsobe included.The reportingsheets and formats will be made available in the project tender documents.

7-18 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Figure 7.2 INSTITUTIONALMECHANISM FOR IMPLEMENTATIONOF EMP

|IMP ...... -t High PowerSteering Committee

ProjectCoordination ...... Committee

World Bank MMRDA ProjectDirector MUTP JPD (Environment)

MRVC MSRDC/PWD MCGM BEST

|PMC | | PMC PMC P C

Contractor IF [-otactor Conrator] Contractor MumbalUrban Transport Project ConsolidatedEnvironmental Assessment

7.4.3 Institutional Arrangements and Its Strengthening

The implementationof an environmentallysound transport strategyinvolves a numberof institutions/ organisationsat various levels,with each organisation having a distinct role to play. Introducing environmental dimensions in formulating and implementing a transportationstrategy would require that these institutions shoulder additional responsibilitiesfor ensuring that the strategydoes not result in any significantadverse environmental impacts.

In order to examine the existing capacities and identify the additional responsibilitiesthat the concernedOrganisations/ institutions shall take up to addressenvironmental issues, these Organisationsare categorised into four groups - Apex Organisations, Project ImplementationAgencies, Transport Service Organisationsand RegulatoryOrganisations.

MMRDA is the apex organisationand being the regional planning authority has regular interactions with various Project Implementing Agencies. The existing capacities of these organisations for environmental management have been carefully assessed by MMRDA. The envisaged roles and responsibilities of these organisations and additional strengthening requirementsto meet the environmentalobligations defined in this EA report are given in Table 7.16 attachedat the end of this Chapter.

7.5 COST ESTIMATESFOR MITiGATiVEMEASURES AND MONITORING

The EMP implementationwill require two types of financial commitments. Budget requiredfor strengtheningthe capacityof the concernedorganisations responsiblefor implementingthe plan; and moneysthat will have to be spent for implementing mitigation measures identified for the individual road/rail projects under the transportation strategy. These cost estimates are describedseparately below:

7.5.1 Cost Estimates for Institutional Capacity Building The budget estimates provided in this section mainly focus on the capacity strengthening measuresin terms of training. Training needs for building the capacity of the concemed organisations for environmental planning and management have been identified. Table 7.17 lists these training programmesand also provides cost estimatesfor these programmes. The total cost for the trainingprogrammes is estimatedto be Rs. 4,80,000/-.

7-20 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 7.17 Cost Estimated for Imparting Training (2001)

Training Modules Target No of Costl Total Organisation Batches Batch cost Rs.

Introductionto EIA MMRDA.,MSRDC, 2 50,000 1,00,000 (Duration- 3days) EnvironmentalEnvironmentalLaw MMRDA.,MCGM,MRVC MSRDC, 4 30,000 1,20,000 (Duration- 3 days) Air pollutionand Noise Monitoring MMRDA.,MSRDC, 2 30,000 60,000 (Duration- 3daysfor introductory MCGM,MRVC Course)

Duration20 days for intensive MMRDA.,MSRDC, 1 1,50,000 1, 50,000 course MCGM,MRVC

EnvironmentalPlanning and MMRDA,MCGM 2 25,000 50,000 DecisionMaking - I (Duration- 3 days)

Total Rs. 4,80,000/- Note: One Batch may cover 15 to 20 participants.Cost per day of trainingis assumedat Rs.6000/-

7.5.2 Cost Estimates for Project Specific EMP Implementation

Provisionsfor these are expectedto be made by the project proponentunder the individualproject budget. Estimatesfor EMP implementationfor the JVLR road project and BVQR rail project had been prepared in 1998 in the individual MLEA studies. These estimates (including price escalations till the year 2001) are given in Table 7.18. The estimates have been prepared for EMPs relatedto the followingtasks:

The estimates for EMP implementationfor the remaining projects such as ROBs, SATIS and Pedestriansubways have been prepared based on the estimatesof the above 2 projects and engineeringjudgements. A

7-21 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

consolidatedestimate for EMP implementationfor all related sub-projectsare presented in Table 7.19. The estimated cost of EMP implementationfor MUTP sub-projectsis Rs. 19.38Million.

The above estimates are provisionaland the final estimateswill be available after the EMPs are updated (EMP updating is in progress). The revised cost estimatesfor the projects will be presented in detail along with the updated EMP reports. The final list of EMPs and respective cost estimates will be made a part of the bidding and contractdocuments.

7.6 CONTRACTUALAGREEMENT

In order to facilitate smooth implementationof EMPs, the PIA shall include specific obligations in respect of EMP implementation in all tender and contractdocuments. The biddingand contractdocuments shall include tables (as updatedfor specific projects)given below at 1,2 and 3

1. EMP requirementsand obligationsfor the projects give Tables 7.5 to 7.9. 2. EnvironmentalMonitoring R% jirements given in Tables 7.10 to 7.14 3. Reportingrequirements give- In Table 7.15 4. IndicativeEMP cost estimatesas given in Table 7.18 and 7.19.

7-22 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.18 Cost Estimates for EMP Implementation for JVLR and BVQR Sub- Projects

COMPONENT EMP COST ESTIMATES JVLR BVQR

Utility Relocation 119600 437000 (92000*+ 30%Escalation) (437000*+ 30%Escalation) Compensatoryand -- 663000 Plantation 510000*+ 30 % Escalation

Road/Track Side 2028000 280800 Plantation 1560000*+ 20%Escalation 216000*+ 30 % Escalation

Dust Suppression 300000 390000 During Construction 30000/kmx 10 km. 15000/kmx 26 km.

Water Pollution- Silt 10000 150000 FencingWorks 10000per loc. x 1 Loc. 10000per loc.x 15Loc.

Noisebarriers/raising boundarywalls for 1000000 1000000 Noisecontrol 5000/mx 200m 5000/mx 200m LabourCamp 100000 100000 Sanitation (10000/toiletx 10toilets for 200 (10000/toiletx 10toilets for 200 labourers) labourers) RoadSafety 50000 50000 (fencingetc.) 2500/meterx 20 m 2500/meterx 20 m

Safety and Noise 20000 20000 awarenesssignage (Lumpsum) (Lumpsum)

Environmental 346000 145000 Monitoring (Constructionand OperatingStages)

Total 3973600 3235800 * Cost estimates of 1998 ** Costs of R&R are separately covered in the RAP.

7-23 MumbaiUrban Trarnsport Prolec ConsolidatedEnvironmental Assessment

Table 7.19 Overall Cost Estimates for MUTPSub-Projects

Sr.No.|Name of the Project EMP Cost Estimates

Roads and traffic component | _ _ 1 Jogeshwari-VikhroliLink Road 3973600

2 Santacruz-Chemburlink road 3973600

3 ROB projects at Vikhroli, Jogeshwari 2477760 (South) and Jogeshwari (North) 8 30 Pedestriansubways and bridges 3000000

9 6 Station area traffic improvement 300000 schemes(SATIS) Rail Projects 1 BorivaliVirar Quadruplingof Rails 3235800

2 5h line between Santacruz and 500000 Borivali 3 5m and 6th lines between Kurla and 500000 Thane 6 DC/ACconversion 20000 13 TechnicalAssistance, studies training -3000 I. (mr Table 7.18) Sub Total 18460760 5% Contingencies 1923038 Grand Total 19383798

7-24 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.4 (a) Summary of Impacts for Jogeshwari-Vikhroli Llnk Road Project (JVLR)

Environmental Constructlon OperationStage Impacts Component StageImpacts Air Quality Temporaryincrease in ambientSPM and NOxlevels 0 No significantchange In CO levels over the baseline. Predicted due to earthwork,handling construction materal levelsfor 2011 well below the CO NMQS. and use of fire wood for cooking by on-sitelaborers. Nlevels well, belowthe CO NAAQS. * NOxlevels were predicted to bewithin NMQOS for 2011,except at some locations.

* Both the baseline and predicted(for the year 2011) PM1o levels exceedthe standards at most locations. Noise Levels Nuisanceto nearby residentsdue to noise from Day and night time predictednoise levels for the year 2011 range constructionactivities such as operationof between 70.8 - 80.9 dB(A) and 58.6 - 73 dB(A) respectively. The compressors,construction vehicles, concrete plants day and night time noise standard will exceed upto 200 m from the etc. road. Water Qualityand Temporarycontamination of Mithi river due to Mithi river contaminationpossible only due to accidentalspillage of Hydrology surface runoff from wideningof bridgesover the hazardousmaterial from roadtankers. No significantoperation river. Runoffcould consistof contaminantssuch as stage impact. soil, sanitarywastes and oil. EcologicalIssues * Cutting/shiftingof trees within 20 m of the road No significantadverse impact. in the westemsection of JVLR. * None of the floral species are rare or endangered. Social In all 890 residentialand commercialstructures will Nil (Rehabilitationand be affected by the project. These will need to be Resettlement) relocatedor compensated. Land Degradation High potential for soil erosion, change in Nil topography,especially at the quarrysites.

7-25 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.4 (b) Summary of Impacts for Borivali - Virar Quadrupling of Rail Lines (BVQR) Project

Environmental Construction OperationStage Impacts Component taageImpacts Air Quality Temporaryincrease in ambientSPM ancr dOx* levels No adverseimpact as electric trains will be operated. due to earthwork,handling construction material and use of fire wood for cooking by on-sitelaborers. NoiseLevels Nuisanceto nearby residentsdue to noise from Baselinenoise levels already exceed noise standards. For the year consiructionactivities such as operationof 2011 the maximumincrease in noise levels due to railway over the compressors,construction vehicles, concrete plants baseline noise at sensitive receptors Is only 1.7 dB(A). The etc. sensitive receptorsare 2 hospitalsand 2 educationalinstitutes. Thus the impact is insignificant. WaterQuality and 15 major and minor bridges at variouscreek No adverseimpact expected. Hydrology locationsare planned. No obstructionof existing water coursesis expected. Temporary contaminationof creek water due to runoff from constructionsite, consistingof contaminantssuch as soil, sanitarywastes and oily wastes EcologicalIssues * Trees within 20 m from the outermost track will No significantadverse impact. be lost. * In additionmangrove vegetation will be lost near Jaffery creek, and Bassein creek. About 8500 numbersof Avicenniamarina will be lost. Social In all 250 residentialand commercialstructures will Nil (Rehabilitationand be affected by the project. These will need to be Resettlement) relocatedor compensated. LandDegradation High potentialfor soil erosion, change in topography Nil especially at the quarry sites from where sand and stone will be sourced.

7-26 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.4 (c) Summary of Impacts for ROB AT VIKHROLI

Environmental Construction OperationStage Impacts Component StageImpacts Air Quality Temporaryincrease in ambientSPM and NOx /CO 0 PredictedCO and Nox levels within NAAQS except for levelsdue to earthwork,handling construction locations10 m fromthe ROB. BaselineCO and NOxlevels well materialand use of firewood for cookingby on- withinthe standards. sitelabourers. 0 Both the baseline and predicted(for the year 2011) PM1o levels exceedthe standards. NoiseLevels Nuisanceto nearbyresidents and sensitive Dayand night time predictednoise levels for the year2011 ranged receptors(2 schoolsand a church)due to noise between61.4 - 67.5 dB(A)and 57.3 - 63.4 dB(A) respectively. fromconstruction activities such as operationof Overallnoise levels are expectedto increasefrom that of thebase compressors,construction vehicles, concrete year. ______plants etc. EcologicalIssues * Clearanceof minor road side vegetation- Nosignificant adverse impact. About10 grown trees will be cut. * none of the floral species are of rare or endangered Social Dislocationof about 185 (G+1) structureswith Nil (Rehabilitationand small businessunits in the ground floor and Resettlement) residentialareas in upperfloor. These will need to be relocatedor compensated. Landdegradation Temporarycontamination of soil due to wastes Nil from constructionactivities such as debris/oily wastesand sanitary wastes from labour camps, if any.

7-27 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.4 (d) Summary of Impacts - EDESTRIAN SUBWAY AT CST.

Environmental Construction Operation Stage Impacts Component Stage Impacts Air Quality TemporaryIncrease in ambientSPM levels due to * Ambient Air quality In the area is expectedto improve, due to earthwork,handling construction material. significanteasing of traffic congestion.

* Both the baselineand predicted(for the year2011) PM1olevels exceed the standards. NoiseLevels Nuisanceto nearby residents due to noise from Average day and night time predicted noise levels for the year constructionactivities such as operationof 2011 are 84.51 dB(A) and 78.49dB(A) respectively. Noise levels _ compressors,drilling work etc. are not expectedto change significantlyfrom baselinevalues. Landdegradation Temporarycontamination of soil due to wastesfrom Nil construction activitiessuch as debris/oilywastes and sanitarywastes from labour camps. Traffic and Disruption of existing traffic and pedestrian Substantialbenefits from improvedvehicle speeds, reduction In Transport inconvenienceat CST junction. traffic congestion,faster pedestrianmovement.

7-28 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 7.4 (e) Summary of Impacts for Station Area Improvement Scheme (SATIS) at Thane West

Environmental Construction OperationStage Impacts Component StageImpacts Air Quality Insignificant- Minimalconstruction activity. BaselineCO, PM10 and HC levels exceed NAAQstandards. No major beneficial impact on AAQ. Existing AAQ may further worsen due to increase in vehiculartraffic. Noise Levels Marginalincrease in noise levels due to noise from Average day and night time predicted noise levels for the constructionactivities. year 2001 are 78.5 dB(A) and 72.5 dB(A) respectively. Noise levels are not expected to change significantlyfrom baselinevalues. Traffic and Disruptionof existing traffic and pedestrianinconvenience at Improvedvehicle speeds, reductionin traffic congestion, Transport CST junction. fasterpedestrian movement.

7-29 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE7.5 Enviroi,_ ,ntal ManagementPlan for Jogeshwari-VikhroliLink Road Project (JVLR)

PRE-CONSTRUCTION/ DESIGNSTAGE

EnvironmentalMitigation Measures Referenceto Time Responsibility Impact Contract Frame ImplementatlonSupervislon Documents Ecological Treesto be removedbefore commencement Legal BeforeStart Contractor/ PMC PIA impactssuch as of construction,with prior permissionfrom requirement. of tree cuftingand MCGM. construction destructionof mangroves Roadalignment shall be selected in sucha waythat there is minimumdestruction of trees. Resettlement The acquisitionof land andproperty shall be RAPRequirement BeforeStart MMRDA MMRDA andrehabilitation carried out in accordanceto the RAP and of entitlementframework of the project.It shall construction be ensured that all R&R activities be of relevant reasonablycompleted as per RAP, before section. the constructionactivity starts in the relevant section. Utilityrelocation All utilities,such as electricalinstallations, Project BeforeStart PIA MMRDA telephonelines etc. to be shiftedafter prior requirement of approvalof agencies. construction Noisepoilution Based on noise monitoringresults, noise Project Before Start PIA MMRDA controlplans to be prepared.The plans shall requirement of include the installationof noise barriers construction including additionalroad side plantation where practical.

7-30 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.5 CONT.. CONSTRUCTIONSTAGE EMP (JVLR PROJECT) Environmental Mitigation Measures Reference to Time Frame Responsibility Impact/lssue Contract Implementation Supervision Documents Generationof All vehiclesdelivering material to the site shall be MOST:111.9 During ContractorI PMC PIA,MMRDA Dustdue to coveredto avoid materialspillage. While unloading construction construction material, fall height shall be kept low to minimize activity fugitive dust generation. Contractorshall take precautionto reduce dust MOST111.5 emissionsfrom the hot mixplants. Emissionsshould meetemission control legislation. Constructionsite to be watered periodicallyto minimizefugitive dust generation. All existinghighways and roadsused by the vehicles MOST:111.9 of contractorand his team shall be kept clean and clear of all dust, mud and other extraneousmaterial droppedby suchvehicles. All Earthworkand constructionmaterial should be Contract protectedin such a manner so as to minimize Documents generationof dust. Construction Exhaustemissions from all constructionvehicles shall Contract During Contractor/ PMC PIA, MMRDA Vehicle/equipm- adhereto vehicleemission norms. requirement construction ent exhaust Noisefrom Allvehicle and construction equipment shall be fitted MOST111.1 During vehicles,plants withexhaust silencers. Damaged silencers to be construction andequipment promptlyreplaced by contractor. All constructionequipment (particularly DG sets, shall MOST:111.13 adhereto noisestandards of Ministryof Environment andForests. Contractorshall ensure that noise levels near MOST:111.13 residentialareas are within the daytime and night time noisestandards under the Environmental(Protection) Rules,1986 and its amendments. Operationof noisegenerating equipment such as pile Contract driving,concrete and drilling etc. shall be limitedto day requirement time hours.

7-31 Mumbal UrtbanTransport Project ConsolidatedEnvironmental Assessment

TABLE 7.5 CONT.. CONSTRUCTIONSTAGE EMP (JVLR PROJECT)

Environmental Mitigation Measures Referenceto TlimeFrame Responsibility Impact/Issue Contract Implementation Supervision ______Documents Noisefrom Workersexposed to loud noise (As per FactoryAct MOST: 111.6 During Contractor/ PMC PIA, MMRDA vehicles, plants requirements)shall wear earplugs/earmuffs construction and equipment _. Contaminationof Sill .. i icing shall be providedas the base of the MOST: 306 During Contractor/PMC PIA, MMRDA Mithi Riverand embankmentfor the entire perimeterof any water body construction other water (includingwells) bodies. Constructionmaterial containing fine particlesshall be MOST:306 stored in an enclosuresuch that sedimentladen water does not drain into nearby water courses. Siltationof soil into water bodies shall be preventedas MOST:305.2.2.2 far as possible by adaptingsoil erosioncontrol MOST:306.2 measuresas perMoST guidelines Constructionwork close to streamsor water bodies MOST 111.13 shall be avoidedduring monsoon. In sectionsalong water coursesand close to cross drainagechannels, earth, stone or any other constructionmaterial shall be properdydisposed so as not to block the flow of water. Ecological All worksshall be carriedout in such a fashionthat Contract During Contractor/PMC PIA, MMRDA impactssuch as damageto flora is minimum requirement construction tree cuntingand Trees and other flora shall be cut only after receing destructionof clearancesfrom appropriateagency mangroves Road side plantationshall be done as per pre- approvedplan. Soil erosion On roadembankments, slopes shall be stabilized. The MOST: 306.2/ During Contractor/ PMC PIA, MMRDA work shall consistof measuresas per design,or as Designdocument construction directedby the engineerto controlsoil erosion, sedimentationand water pollution,through use of berms,dikes, sedimentbasin, mulches,grasses, slope drainsand other devices. _

7-32 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.5 CONT.. CONSTRUCTIONSTAGE EMP (JVLR PROJECT)

Environmental Mitigation Measures Reference to Time Frame Respo sibility ImpactAIssue Contract Implementation Supervislon Documents Debris disposal Debris generated due to dismantling of existing MOST: 112.6 During Contractor/ PMC PIA, MMRDA pavement/structures shall be suitably reused in MOST :112.2 construction proposed construction. Unutilisable debris shall be suitably disposed either as fill material or at pre- designated dump locations, approved by engineer. Care should be taken that the material does not block naturaldrainage or contaminatewater bodies. Bentonite slurry or similar debris generated from pile drivingor other constructionactivities shall be disposed such that it does not flow into surface water bodies or form mud puddlesin the area. Loss of top soil The top soil from all areas of cutting and all areasto be MOST: 300 During Contractor/PMC PIA, MMRDA permanentlycovered shall be stripped to a specified construction depthof 150 mm and stored in stock piles.

The top soil from the stock pile shall be used to cover disturbed areas and cut slopes and also for re- developmentof borrow areas, landscapingand road side plantation. Soil Oil and fuel spills from constructionequipment shall be Contract Document During Contractor/ PMC PIA, MMRDA contaminationby minimizedby good O&M practices. Soilscontaminated construction construction by such spills shall be disposed as per MOEF wastes, fuel etc. requirements. _ Land Sand and stones shall be sourced from only pre- MOST 111.3 During Contractor/PMC PIA, MMRDA degradationin approved and licensed quarries. It should be assured construction quarry that these quarrieshave a quarry rehabilitationplan. _

7-33 MumbaiUrtban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.5 CONT.. CONSTRUCTION STAGE EMP (JVLR PROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsibility Impact/Issue Contract Implementation Supervision Documents Health and Construction labour camps shall be located at least Contract Document Durng Contractor PMC PIA, MMRDA hygieneat 200 m away from the nearest habitation to avoid construction construction conflictsand stress over infrastructurefacilities. labour camps The contractor will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities such as toilet blocks, potable water supply etc. for labour as per the standards set by the Building and other constructionWorkers (Regulation of Employmentand Conditionsof Service) Act, 1996 and Ahallbe approved by the engineer. On completion of the works, all such temporary structures shall be cleared away along with all wastes. All excreta and other disposal pits should be filled in and effectively sealed. The site should be left clean ______and tidy to the satisfactionof the engineer. Traffic delays Detailedtraffic control plan shall be prepared5 days MOST: 112.1 Before PIA MMRDA and congestion prior to commencementof works on any sectionof the Construction road. The controlplans shall containdetails of temporarydiversions, details of arrangementof constructionunder traffic. Specialconsideration shall be given in preparationof MOST: 112.2 PIA MMRDA traffic control plan to the safety of pedestriansand workers at night. Temporarytraffic detoursshall be kept free of dust by MOST: 112.5 Contractor/ PMC PIA frequentapplication of water, if necessary. Traffic Control The contractorshall take all necessarymeasures for MOST: 112.4 Before Contractor/ PMC PIA and Safety the safety of traffic during ctroistruction and provide, MOST: 112.1 Construction erectand maintain suchbarricades, including signs, markings,flags, lightsand flagmenas may be required by the engineerfor the informationand protectionof traffic. All suchmeasures should be as per requirementof MOST.

7-34 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.5 CONT.. CONSTRUCTIONSTAGE EMP (JVLR PROJECT)

Environmental MitigationMeasures Referenceto Time Frame Respo sibility Impact/lssue Contract Implementation Supervision .______Documents Occupational The contractor is required to comply with all the Contract During Contractor/ PMC PIA, MMRDA Health and precautionsas required for the safety of workmen as Requirement Construction Safety per the International Labour Organisation (ILO) Convention No. 62, as far as those are applicableto the contract. The contractor shall supply all necessary safety appliances such as safety goggles, helmets, safety belts, ear plugs, masks etc. to the worker and staff. All laws related to safe scaffolding, ladders, working platform,gangway, stairwells, excavations, safety entry and exit etc. shall be compliedwith. Adequateprecautions shall be taken to preventdanger MOST: 106 During Contractor/ PMC PIA, MMRDA from electricalequipment. All machines/equipment Construction used shall confirmto the relevantIndian Standards (IS) codesand shall be regularlyInspected by the engineer. A readily available first aid unit includingan adequate Contract During Contractor/ PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirementsunder the FactoryAct. All anti-malarial measures as prescribed by the Contract During Contractor/PMC PIA, MMRDA engineer shall be complied with, including filling up of Requirement Construction burrowpits.

7-35 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.5 CONT.. OPERATIONSTAGE EMP (JVLR PROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsiblilty Impact/Issue Contract Implementation Supervision Documents Atmospheric Ambient air concentrationsof various pollutantsshall be Project Starting immediately Pollutionmonitoring MMRDA, World pollution monitoredas per the pollutionmonitoring plan. requirement after completion of agency(MCGM) Bank Vehicle exhauststandards shall be enforcedstrictly. construction Road side plantationto be maintained Noise pollution Monitoring of noise levels at sensitive receptors as per Project Starting immediately Pollutionmonitoring MMRDA, World monitoringplan. requirement after completion of agency. (MCGM) Bank Public awareness campaigns for noise reduction construction including placing adequate 'No Honking"sign boards at RTO, PIA sensitive locations.

Land and water Contingencyplans to be in place for spill clean-up Project Starting immediately RTO, PIA MMRDA contaminationreurmn afecoptinf from accidental Spill preventionand waste fuel/oil treatmentand disposal requirement after completion of from accidental to be made mandatoryfor utilities such as auto-service construction spills station, petrol pumps along the entire stretch of the construction. Storm water and All drainsto be maintainedand cleanedperiodically. Project Starting immediately Municipal authority, MMRDA drain requirement after completion of PIA maintenance construction Traffic and Traffic managementplans shall be prepared. Project Through operation PIA, Development MMRDA safety Road control width to be enforced. Unauthorised requirement stage Authorities building development to be checked. Slum encroachmentsto be discouraged. Traffic control measures including speed limits to be enforcedstrictly. Traffic volume and speed to be monitored to record benefitsachieved from the project.

7-36 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.6 EnvironmentalManagement Plan for Borivall- Virar Quadruplingof Rail Lines (BVQR) Project

PRE-CONSTRUCTIONI DESIGN STAGE_____ Environmental MitigationMeasures Referenceto Time Respon__b__t_ Impact Contract Frame ImplementationSupervision

______D ocum ents ______Ecological Treesto be removedbefore commencement Legal BeforeStart Contractor/PIVC PIA impactssuch as of construction,with prior permissionfrom requirement. of tree cutting and MCGM/ ForestDepartment.. construction destruction Of mangroves. ______Resettlement The acquisitionof landand propertyshall be RAPRequirement BeforeStart MMRDAIPIA MMRDA andrehabilitation carried out in accordanceto the RAPand of entitlementframework of the project. It shall construction be ensured that all R&R activities be reasonablycompleted as per RAP, before the constructionactivity starts ______Utilityrelocation All utilities,such as electricalinstallations, Project BeforeStart PIA MMRDA telephonelines etc. to be shiftedafter prior requirement of

______approval of agencies. ______construction Noisepollution Noisecontrol plans to be prepared.This shall Project Before Start PIA MMRDA include installationof noise barriers at requirement Of ______I sensitive receptors. construction ______

7-37 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.6 CONT.. CONSTRUCTION STAGE EMP (BVQR PROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsibility ImpactAlssue Contract Implementation Supervision Documents Generationof All vehicles delivering material to the site shall be MOST:111.9 During Contractor/PMC PIA, MMRDA Dust due to covewe1to avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize During activity fugitive dust generation. construction Construction site to be watered periodically to minimizefugitive dust generation. All existing highways and roads used by the vehicles MOST:111.9 of contractor and his team shall be kept clean and clear of all dust, mud and other extraneous material droppedby such vehicles. All Earthwork and construction material should Contract protected in such a manner so as to minimize Documents generationof dust. Construction Exhaustemissions from all constructionvehicles shall Contract During Contractor/PMC PIA, MMRDA Vehicle/equipm- adhereto vehicleemission norms. requirement construction ent exhaust Noise from All vehicleand constructionequipment shall be fitted MOST 111.1 During Contractor/PMC PIA, MMRDA vehicles, plants with exhaustsilencers. Damagedsilencers to be construction and equipment prompty replacedby contractor. All constructionequipment (particularly DG sets,shall MOST:111.13 adhereto noise standardsof Ministryof Environment and Forests.

Contractorshall ensurethat noise levels near MOST:111.13 residentialareas are within the day time and night time noise standardsunder the Environmental(Protection) Rules, 1986and its amendments. Operationof noise generatingequipment such as Contract compacting,drilling, blasting etc. shall be limited to requirement day time hours.

7-38 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.6 CONT. CONSTRUCTION STAGE EMP (BVQR PROJECT) Environmental MitigationMeasures Referenceto Time Frame Responsiblilty Impact/lssue Contract Implementation Supervislon Documents Noisefrom Workersexposed to loud noise (As per FactoryAct MOST: 111.6 During Contractor/PMC PIA, MMRDA vehicles, plants requirements)shall wear earplugs/earmuffs construction and equipment Contaminationof Silt fencingshall be providedat the base of the MOST: 306 During Contractor/PMC PIA, MMRDA creek waterat embankmentfor the entire perimeterof any water body construction variousbridge (includingwells) locationsand Constructionmaterial containing fine particlesshall be MOST: 306 other water stored in an enclosuresuch that sedimentladen water bodiessuch as does not drain into nearby water courses. wells and Siltationof soil into water bodies shall be preventedas MOST:305.2.2.2 lakes/ponds. far as possibleby adaptingsoil erosion control MOST:306.2 measuresas per MoSTguidelines Constructionwork close to water bodies shall be MOST 111.13 avoidedduring monsoon. In sectionsalong watercourses and close to cross drainagechannels, earth, stone or any other constructionmaterial shall be properlydisposed so as _not to block the flowof water. Ecological All works shall be carriedout in such a fashionthat Contract Dunng Contractor/PMC PIA, MMRDA Impactssuch as damageto flora is minimum requirement construction tree cutting and Trees and other flora shall be cut only after receiving destructionof clearancesfrom appropriateagency mangroves Track - side plantationshall be done as per pre- approvedplan. Soil erosion On road/track embankments,slopes shall be MOST: 306.2/ During Contractor/PMC PIA, MMRDA stabilized. The work shall consistof measuresas per Designdocument construction design,or as directedby the engineerto controlsoil erosion,sedimentation and water pollution,through use of berms, dikes,sediment basin, mulches, grasses,slope drainsand other devices.

7-39 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.6 CONT. CONSTRUCTION STAGE EMP (BVQR PROJECT)

EnvironmentalMitigation Measures Referenceto TimeFrame Responsibility Impact/issue Contract Implementation Supervision Documents Debris disposal Debris generated due to dismantling of existing MOST: 112.6 During Contractor/PMC PIA, MMRDA pavement/structures shall be suitably reused in MOST :112.2 coi ''ruction proposed construction. Unutilisable debris shall be suitably disposed either as fill material or at pre- designated dump locations, approved by engineer. Care should be taken that the material does not block naturaldrainage or contaminatewater bodies. Bentoniteslurry or similar debris generated from pile drivingor other constructionactivities shall be disposed such that it does not flow into surface water bodies or form mud puddlesin the area. Loss of top soi! The top soil from all areas of cufting and all areasto be MOST: 300 During Contractor/PMC PIA, MMRDA permanentlycovered shall be stripped to a specified construction depthof 150 mm and stored in stock piles.

The top soil from the stock pile shall be used to cover disturbed areas and cut slopes and also for re- developmentof borrow areas, landscapingand road side plantation. Soil Oil and fuel spills from constructionequipment shall be ContractDocument During Contractor/PMC PIA, MMRDA contaminationby minimizedby good O&M practices. Soils contaminated construction construction by such spills shall be disposed as per MOEF wastes, fuel etc. requirements. Land Sand and stones shall be sourced from only pre- MOST 111.3 During Contractor/PMC PIA, MMRDA degradationin approvedand licensed quarries. It should be assured construction quarry that these quarries have a quarry rehabilitation plan.

7-40 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.6 CONT. CONSTRUCTION STAGE EMP (BVQR PROJECT)

Environmental MitigationMeasures Reference to Time Frame Responsibility Impact/lssue Contract Implementation Supervision Documents Health and Construction labour camps shall be located at least Contract Document During Contractor/PMC PIA, MMRDA hygieneat 200 m away from the nearest habitation to avoid construction construction conflictsand stressover infrastructurefacilities. labour camps The contractor will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities such as toilet blocks, potable water supply etc. for labour as per the standards set by the Buildingand other constructionWorkers (Regulation of Employmentand Conditionsof Service) Act, 1996 and shall be approvedby the engineer. On completion of the works, all such temporary structuresshall be cleared away along with all wastes. All excreta and other disposal pits should be filled in and effectivelysealed. The site should be left clean and tidy to the satisfactionof the engineer. Delays and The constructionplan shall be discussedin advance MOST: 112.1 Before Contractor/PMC PIA congestionon with WesternRailway Authoritiesto avoid delays in Construction tracks existingtrain schedules. Specialconsideration shall be given In preparationof MOST: 112.2 trafficcontrol plan to the safety of pedestrians(at railwaycrossings) and workers at night. Traffic Control Thecontractor shall take all necessarymeasures for Contract Document During Contractor/PMC PIA and Safety the safetyof existingtrain trafficduring construction construction and provide,erect and maintainsuch barricades, includingsigns, markings,flags, lights and flagmenas may be requiredby the engineerfor the information and protectionof traffic. All such measuresshould as per requirement of Westem Railway.

7-41 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE7.6 CONT. CONSTRUCTIONSTAGE EMP (BVQRPROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsibility lmpactlssue Contract Implementation Supervision .______Documents Occupational The contractor is required to comply with all the Contract During Contractor/PMC PIA, MMRDA Health and precautionsas required for the safety of workmen as Requirement Constnuction Safety per the International Labour Organisation (ILO) Convention No. 62, as far as those are applicable to the contract. The contractor shall supply all necessary safety appliances such as safety goggles, helmets, safety belts, ear plugs, masks etc. to the worker and staff. All laws related to safe scaffolding, ladders, working platformn,gangway, stairwells, excavations, safety entry and exit etc. shall be compliedwith. Adequateprecautions shall be taken to prevent danger MOST: 106 During Contractor/PMC PIA, MMRDA from electricalequipment. All machines/equipment Construction used shall confirmto the relevantIndian Standards(IS) codes and shall be regularlyinspected by the engineer. A readily availablefirst aid unit including an adequate Contract During Contractor/PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirementsunder the FactoryAct. All anti-malarial measures as prescribed by the Contract During Contractor/PMC PIA, MMRDA engineer shall be compliedwith, includingfilling up of Requirement Construction burrowpits.

7-42 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.6 CONT. OPERATION STAGE EMP (BVQR PROJECT)

Environmental Mitigation Measures Time Frame Respons lbility Impact/issue Implementation Supervision Noise pollution Monitoringof noise levels at sensitivereceptors as per Starting Pollutionmonitoring MMRDA, World monitoringplan. Immediately after agency- MCGB Bank completion of Maintenanceof track-sideplantation construction Westem Railway MMRDA Land and water Contingencyplans to be in place for spill clean-up Starting Westem Railway MMRDA contamination immediately after from accidental completion of spills from goods construction trains. Rail traffic and Unauthorised building developmentto be checked. Through operation PIA, Development MMRDA safety Slum encroachmentsto be discouraged. stage Authorities, Western Railway Loss of Regular maintenance of compensatory plantation Through operation Westem Railway MMRDA mangrove and done. stage track-side plantations

7-43 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.7 Environmental Management Plan for ROB at Vikhroll

PRE-CONSTRUCTIONI DESIGN STAGE

Environmental MitigationMeasures Referenceto Tlme Respons bility Impact Contract Frame Implementation Supervision Documents Ecological Treesto be removedbefore commencement Legal BeforeStart Contractor/PMC PIA Impactssuch as of construction,with prior permission from requirement. of treecutting MCGB/ ForestDepartment.. construction Roadalignment shall be selected in sucha waythat there is minimumdestruction of trees. Resettlement The acquisitionof land andproperty shall be RAPRequirement BeforeStart MMRDA MMRDA andrehabilitation carried out in accordanceto the RAP and of entitlementframework of the project.It shall construction be ensured that all R&R activities be reasonablycompleted as per RAP, before the constructionactivity starts Utilityrelocation All utilities,such as electricalinstallations, Project BeforeStart PIA MAMRDA telephonelines etc. to beshifted after prior requirement of approvalof agencies. construction Noisepollution Noisecontrol plans to beprepared. This Legal BeforeStarl PIA MMRDA shallinclude the installation of noisebarriers requirement. of includingadditional road side plantation construction wherepractical (refer PLEA report of March 1998for barrier design details)

7-44 Mumbai Urban TransportProject Consolidated Environmental Assessment

TABLE 7.7 CONT.. CONSTRUCTION STAGE EMP (VIKHROLI ROB PROJECT) Environmental MitigationMeasures Referenceto Time Frame Respon Ibility Impact/Issue Contract Implementation Supervision Documents Generationof All vehicles delivering material to the site shall be MOST:111.9 During Contractor/PMC PIA, MMRDA Dust due to covered to avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize activity fugitivedust generation. Contractor shall take precaution to reduce dust MOST 111.5 emissionsfrom the hot mix plants. Emissions should meetemission control legislation. Construction site to be watered periodically to minimizefugitive dust generation. All existing highwaysand roads used by the vehicles MOST:111.9 of contractor and his team shall be kept clean and clear of all dust, mud and other extraneous material droppedby such vehicles. All Earthwork and construction material should Contract protected in such a manner so as to minimize Documents generationof dust. Construction Exhaustemissions from all constructionvehicles shall Contract Dunng Contractor/PMC PIA, MMRDA Vehicle/equipm- adhereto vehicleemission norms. requirement construction ent exhaust Noise from All vehicleand constructionequipment shall be fitted MOST 111.1 During vehicles, plants with exhaustsilencers. Damagedsilencers to be construction and equipment promptlyreplaced by contractor. All constructionequipment (particularly DG sets, shall MOST:111.13 adhereto noise standardsof Ministryof Environment and Forests.

Contractorshall ensurethat noise levels near MOST:111.13 residentialareas are within the day time and night time noise standardsunder the Environmental(Protection) Rules,1986 and its amendments. Operationof noise generatingequipment such as pile Contract driving,concrete and drilling etc. shall be limited to day requirement time hours.

7-45 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.7 CONT.. CONSTRUCTIONSTAGE EMP(VIKHROLI ROB PROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsibility impact/issue Contract Implementatlion Supervision Documents Noisefrom Workersexposed to loudnoise (As per FactoryAct MOST:111.6 During Contractor/PMC PIA,MMRDA vehicles,plants requirements)shall wear earplugsJearmuffs construction andequipment Noisebarriers and other noise attenuation measures, During Contractor/PMC PIA,MMRDA as prescribedin the NoiseControl Plan (design stage) construction to be constructedAinstalled. Contaminationof Siltfencing shall be providedas the baseof the MOST:306 During Contractor/PMC PIA,MMRDA MithiRiver and embankmentfor theentire perimeter of anywater body construction otherwater (includingwells) _ bodies. Constructionmaterial containing fine particlesshall be MOST:306 storedin an enclosuresuch that sediment laden water does not drain into nearby water courses. Siltationof soilinto water bodies shall be preventedas MOST:305.2.2.2 far as possibleby adaptingsoil erosion control MOST:306.2 measuresas per MoST guidelines Constructionwork close to streamsor waterbodies MOST111.13 shall be avoidedduring monsoon. In sectionsalong water courses and close to cross drainagechannels, earth, stone or any other constructionmaterial shall be properly disposed so as not to block the flow of water. Ecological Allworks shall be carriedout in sucha fashionthat Contract During Contractor/PMC PIA,MMRDA impactssuch as damageto florais minimum requirement construction treecutting Treesand other flora shall be cutonly after receiving clearancesfrom appropriate agency Roadside plantation shall be done as per pre- I approvedplan. I

7-46 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.7 Cont.. CONSTRUCTIONSTAGE EMP(VIKHROLI ROB PROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsibility Impactlssue Contract Implementation Supervision Documents Debrisdisposal Debris generated due to dismantling of existing MOST: 112.6 During Contractor/PMC PIA, MMRDA pavement/structures shall be suitably reused in MOST :112.2 construction proposed construction. Unutilisable debris shall be suitably disposed either as fill material or at pre- designated dump locations, approved by engineer. Care should be taken that the mateinaldoes not block natura drainage. Bentonite slurry or similar debris generatedfrom pile drving or other constructionactivities shall be disposed such that it does not flow into surface water bodies (wells) ov form mud quddlesin the area. Soil Oil and fuel spillsfrom constructionequipment shall be ContractDocument During Contractor PIA, MMRDA contaminationby minimized by goodO&M practices. Sohiscontaminated construction construction by such spills shall be disposed as per MOEF wastes, fuel etc. requirements._ Land Sand and stones shall be sourced from only pre- MOST111.3 During Contractor PIA,MMRDA degradationin approved and licensedquaries. It should be assured construction quarra that thesefuarcies have a tuarrerehabilitation wlan. Health and Construction labour camps shall be located at least ContractDocument Duhng Contractor PIA, MMRDA hygieneat 200 m away from the nearest habitation to avoid construction construction conflictsand stress over infrastructurefacilities. labourcamps The contractor will provide, erect and maintain necessary (temporary) living accommodation and ancillary facilities such as toilet blocks, potable water supply etc. for labour as per the standardsset by the Buildingand other constructionWorkers (Regulation of Employmentand Conditionsof Service)Act, 1996 and shall be approvedby the engineer.

7-47 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.7 CONT.. CONSTRUCTIONSTAGE EMP (VIKHROLI ROB PROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsibility impactAissue Contract Implementation Supervision Documents On completionof the works, all suchtemporary structuresshall be cleared away alongwith all wastes. All excreta and other disposalpits shouldbe filled in and effectivelysealed. The site shouldbe left clean and tidy to the satisfactionof the engineer. Traffic delays Detailedtraffic control plan shall be prepared5 days MOST: 112.1 Before PIA MMRDA and congestion prior to commencementof works on any sectionof the Construction road. The controlplans shall containdetails of temporarydiversions, details of arrangementof constructionunder traffic. Specialconsideration shall be given in preparationof MOST: 112.2 PIA MMRDA traffic controlplan to the safetyof pedestriansand workersat night. Temporarytraffic detoursshall be kept free of dust by MOST: 112.5 Contractor/PMC PIA frequentapplication of water, if necessary. Traffic Control The contractorshall take all necessarymeasures for MOST: 112.4 During Contractor/PMC PIA and Safety the safety of traffic during constructionand provide, MOST: 112.1 construction erect and maintainsuch barricades,including signs, markings,flags, lightsand flagmenas may be required by the engineerfor the informationand protectionof traffic. All such measuresshould be as per requirementof MOST.

7-48 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.7 Cont.. CONSTRUCTIONSTAGE EMP (VIKHROLI ROB PROJECT)

Environmental MitigationMeasures Referenceto TilmeFrame Respo sibility Impactlssue Contract Implementation Supervision Documents Occupational The contractor is required to comply with all the Contract During Contractor/PMC PIA, MMRDA Health and precautionsas required for the safety of workmen as Requirement Construction Safety per the International Labour Organisation (ILO) ConventionNo. 62, as tar as those are applicableto the contract. The contractor shall opf,ljy all necessary safety appliances such as safety goggles, helmets, safety belts, ear plugs, masksetc. to the worker and staff. All laws related to safe scaffolding, ladders, working platform,gangway, stairwells, excavations, safety entry and exit etc. shall be complied with. Adequateprecautions shall be taken to preventdanger MOST: 106 During Contractor/PMC PIA, MMRDA from electricalequipment. All machines/equipment Construction used shall confirm to the relevant IndianStandards (IS) codes and shall be regularly inspected by the engineer. A readily availablefirst aid unit including an adequate Contract During Contractor/PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per thA requirementsunder the Factory Act. All anti-mal-'ial measures as prescribhrf by the Contract Duri'ig Contractor/PMC PIA, MMRDA engineer shall be compliedwith, includir,g,lling up of Requirement Construction burrow pits. I_I _

749 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.7 CONT.. OPERATIONSTAGE EMP (VIKHROLI ROB PROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsibility Impactlssue Contract Implementation Supervision Documents Atmospheric Ambient air concentrationsof various pollutants shall be Projectrequirement Starting Pollutionmonitoring MMRDA pollution monitoredas per the pollutionmonitoring plan. immediately after agency- MCGB Vehicle exhauststandards shall be enforced strictly. completion of Road side plantationto be maintained construction Noise pollution Monitoringof noise levels at sensitive receptors as per Projectrequirement Starting Pollutionmonitoring MMRDA monitoringplan. immediately after agency. Public awareness campaigns for noise reduction completion of including placing adequate "No Honking"sign boards at construction RTO, PIA sensitivelocations. Restrictionof heavyvehicles during day time only. Spill preventionand waste fuedoiltreatment and disposal RTO, PIA to be made mandatoryfor utilities such as auto-service station, petrol pumps along the entire stretch of the construction. _ Storm water and All drains to be maintainedand cleanedperiodically. Projectrequirement Starting Municipal authority, MMRDA drain immediately after PIA maintenance completion of construction Traffic and Traffic managementplans shall be prepared. Projectrequirement Through operation PIA, Development MMRDA safety Traffic control measures including speed limits to be stage Authorities enforcedstrictly. Traffic density to be monitored to record benefits achievedfrom the project.

7-50 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.8 Environmental ManagementPlan for CST PEDESTRIANSUBWAY PROJECT

PRE-CONSTRUCTION/ DESIGN STAGE

Environmental MitigationMeasures Referenceto Time ResponsIbillty| Impact Contract Frame Implementation Supervision Documents Traffic delays Detailedtraffic control plan shall be prepared MOST: 112.1 Before PIA MMRDA and congestion prior to commencementof works on any Construction sectionof the road. The controlplans shall containdetails of temporarydiversions, detailsof arrangementof constructionunder traffic. Specialconsideration shall be given in MOST: 112.2 Before PIA MMRDA preparationof trafficcontrol plan to the safety Construction of pedestrians. Selectionof constructiontechnology that MOST: 112.1 Before PIA MMRDA minimisesin situ work that cause disruption Construction to the traffic. Utility protection Plans of all underground utilities, such as Project Before Start PIA MMRDA and relocation. sewerage, water pipelines etc. shall be requirement of obtainedand analysedprior to start of work. construction Related agencies shall be informed prior to start of excavation/construction. .

7-51 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.8 CONT.. CONSTRUCTIONSTAGE EMP (CST PEDESTRIANSUBWAY PROJECT) Environmental MitigationMeasures Referenceto Time Frame Respon lbility Impact/lssue Contract Implementation Supervision Documents Generationof All vehicles carrying excavatedmaterial shall be MOST:111.9 During Contractor/PMC PIA,MMRDA Dustdue to coveredto avoidmaterial spillage. While unloading construction construction material,fall height shall be kept low to minimize activity fugitive dust generation. Water sprinklingto minimizedust from excavated Contract material. Documents Constructionsite to be suitablyenclosed to contain fugitive dust emissions. All Earthwork and constructionmaterial should protectedin such a manner so as to minimize generationof dust. Construction Exhaustemissions from all constructionequipment Contract During Contractor/PMC PIA,MMRDA Vehicle/equipm- (DGsets, compressors etc.) shall adhere to emission requirement construction ent exhaust norms. _ Noisefrom Allvehicle and construction equipment shall be fitted MOST111.1 During vehicles,plants withexhaust silencers. Damaged silencers to be construction andequipment promptlyreplaced by contractor. Noisefrom Allconstruction equipment (particularly DG sets, shall MOST:111.13 vehicles,plants adhereto noisestandards of Ministryof Environment and equipment and Forests. Operationof noisegenerating equipment such as pile Contract driving,concrete and drilling etc. shall be done during requirement nighttime as thisarea is predominantlypubic and commercialwhere day time activity is morethan night time. Workersexposed to loudnoise (As per FactoryAct MOST:111.6 During Contractor/PMC PIA,MMRDA requirements)shall wear earplugs/earmuffs construction

7-52 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE7.8 CONT.. CONSTRUCTIONSTAGE EMP (CST PEDESTRIAN. Y PROJECT)

Environmental MitigationMeasures Referenceto Time Frame Responsibility ImpactlIssue Contract Implementation Supervision Documents Debris disposal Debris generatedfrom excavated material and due to MOST: 112.6 n sting Contractor/PMC PIA, MMRDA -iismantling of existing pavementstructures shall be MOST :112.2 cunstruction suitably reused in proposedconstruction. Unutilisable debris shall be suitably disposedas fill material at an approvedlocation elsewhere. Traffic delays Detailedtraffic controlplan shall be preparedprior to MOST: 112.1 Before PIA MMRDA and congestion commencementof workson any section of the road. Construction The controlplans shall containdetails of temporary diversions,details of arrangementof construction undertraffic. Specialconsideration shall be given in preparationof MOST 112.2 PIA MMRDA traffic controlplan to thesafety of pedestrians. . Traffic Control The contractorshall take all necessarymeasures for MOST: 112.4 During Contractor/PMC PIA and Safety the safety of traffic duringconstruction and provide, MOST: 112.1 construction erect and maintainsuch barricades,including signs, markings,flags, lightsand flagmen as may be required by the engineerfor the informationand protectionof traffic. All such measuresshould be as per requirementof MOST. Occupational The contractoris requiredto comply with all the Contract During Contractor/PMC PIA, MMRDA Health and precautionsas requiredfor the safety of workmen as Requirement Construction Safety per the IntemationalLabour Organisation (ILO) ConventionNo. 62, as far as those are applicableto the contract.

7-53 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.8 CONT.. CONSTRUCTION STAGE EMP (CST PEDESTRIAN SUBWAY PROJECT)

Environmental Mitigation Measures Reference to Time Frame Responsibility Impact/Assue Contract Implementation Supervision Documents The contractor shall supply all necessary safety Contract During Contractor/PMC PIA, MMRDA appliances such as safety goggles, helmets, safety Requirement Construction belts, ear plugs, masks etc. to the worker and staff. All laws related to safe scaffolding, ladders, working platform, gangway, stairwells, excavations, safety entry and exit etc. shall be complied with. Adequate precautions shall be taken to prevent danger MOST: 106 During Contractor/PMC PIA, MMRDA from electrical equipment. All machines/equipment Construction used shall confirm to the relevant Indian Standards (IS) codes and shall be regularly inspected by the enaineer. A readily available first aid unit including an adequate Contract During Contractor/PMC PIA, MMRDA supply of sterilized dressing material and appliances Requiremen! Construction shall be provided as per the requirementsunder the Factory Act. l

7-54 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.8 CONT.. OPERATIONSTAGE EMP (CST PEDESTRIANSUBWAY PROJECT)

Environmental MitigationMeasures Referenceto Time Frame Respon lbility ImpactAlssue Contract Implementation Supervislon Documents Atmospheric Ambientair concentrationsof variouspollutants shall be Projectrequirement Starting Pollutionmonitoring MMRDA pollution monitoredas perthe pollutionmonitoring plan. immediately after agency- MCGB Vehicleemission standards shall be enforced strictly. completion of construction Noisepollution Monitoringof noiselevels at variousreceptors as per Projectrequirement Starting Pollutionmonitoring MMRDA monitoringplan. immediately after agency- MCGB Public awareness campaigns for noise reduction completion of includingplacing adequate 'No Honking"sign boards at construction RTO sensitivelocations. Traffic and Trafficmanagement plans shall be prepared- Plansto Projectrequirement Throughoperation Development MMRDA safety restrictcommercial vehicles in stationarea. stage Authorities,RTO Traffic volumeand speed to be monitoredto record benefitsachieved from the project.

7-55 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.9 Environmental Management Plan for Station Area Improvement Scheme (SATIS) at Thane West

PRE-CONSTRUCTION/ DESIGN STAGE

Environmental Mitigation Measures Reference to Time Respons billty Impact Contract Frame Implementation Supervision Documents Traffic delays Detailedtraffic controlplan shall be prepared MOST: 112.1 Before PIA MMRDA and congestion prior to commencementof workson any Construction section of the road. The controlplans shall containdetails of temporarydiversions, details of arrangementof constructionunder traffic. Specialconsideration shall be given in MOST: 112.2 PIA MMRDA preparationof traffic controlplan to the safety of pedestrians. Relocationof Hawker relocation shall be carried out in RAP Requirement BeforeStart MMRDA MMRDA Hawkers accordance to the RAP and entitlement of frameworkof the project. It shall be ensured construction that all R&R activities be reasonably completed as per RAP, before the constructionactivity starts

7-56 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.9 CONT.. CONSTRUCTION STAGE EMP (SATIS - THANE) Environmental Mitigation Measures Reference to Time Frame Respon Ibility Impact/lssue Contract Implementation Supervision Documents Generationof All vehicles carrying construction material shall be MOST:111.9 During Contractor/PMC PIA, MMRDA Dust due to covered to avoid material spillage. While unloading construction construction material, fall height shall be kept low to minimize activity fugitivedust generation. Water sprinkling to minimize dust from excavated Contract material. Documents Constructionsite to be suitably enclosed to contain fugitivedust emissions. All Earthwork and construction material should protected in such a manner so as to minimize generationof dust. Construction Ex' ymissionsfrom all constructionequipment Contract During Contractor/PMC PIA, MMRDA Vehicle/equipm- (L ;-, compressorsetc.) shall adhereto emission requirement construction ent exhaust norms. Noise from All vehicleand constructionequipment shall be fitted MOST 111.1 During vehicles, plants with exhaustsilencers. Damagedsilencers to be construction and equipment promptlyreplaced by contractor. Noise from All constructionequipment (particularly DG sets, shall MOST:111.13 vehicles, plants adhereto noise standardsof Ministryof Environment and equipment and Forests. Operationof noise generatingequipment such as pile Contract driving,concrete and drilling etc. shall be done during requirement night time as this areais predominantlypubic and commercialwhere daytime activity is more than night time. Workersexposed to loud noise (As per FactoryAct MOST: 111.6 During Contractor/PMC PIA, MMRDA requirements)shall wear earplugs/earmuffs construction

7-57 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.9 CONT.. CONSTRUCTIONSTAGE EMP(SATIS - THANE)

Environmental MitigationMeasures Referenceto Time Frame Responsibility Impact/issue Contract Implementation Supervision Documents Debrisdisposal Debris generatedfrom due to any dismantlingof MOST:112.6 During Contractor/PMC PIA,MMRDA existingpavement/structures shall be suitablyreused MOST:112.2 construction in proposedconstruction. Unutilisable debris shall be suitably disposedas fill materialat an approved locationelsewhere. Trafficdelays Detailedtraffic control plan shall be preparedprior to MOST:112.1 Before PIA MMRDA andcongestion commencementof works on anysection of theroad. Construction The controlplans shall contain details of temporary diversions,details of arrangementof construction undertraffic. Specialconsideration shall be given in preparationof MOST:112.2 PIA MMRDA trafficcontrol plan to thesafety of pedestrians. TrafficControl The contractorshall take allnecessary measures for MOST:112.4 During Contractor/PMC PIA andSafety thesafety of traffic during construction and provide, MOST:112.1 construction erectand maintain such barricades, including signs, markings,flags, lights and flagmen as maybe required by theengineer for theinformation and protection of traffic. All suchmeasures should be as per requirementof MOST. Occupational Thecontractor is requiredto complywith all the Contract During Contractor/PMC PIA,MMRDA Healthand precautionsas requiredfor the safetyof workmenas Requirement Construction Safety per theIntemational Labour Organisation (ILO) ConventionNo. 62, as far as thoseare applicable to the contract.

7-58 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.9 CONT.. CONSTRUCTIONSTAGE EMP (SATIS- THANE)

Environmental MitigationMeasures Referenceto Time Frame Respolsibility Impact/issue Contract Implementation Supervision Documents The contractor shall supply all necessary safety Contract During Contractor/PMC PIA, MMRDA appliances such as safety goggles, helmets, safety Requirement Construction belts, ear plugs, masksetc. to the worker and staff. All laws related to safe scaffolding, ladders, working platform,gangway, stairwells, excavations, safety entry and exit etc. shall be compliedwith. Adequateprecautions shall be taken to prevent danger MOST: 106 During Contractor/PMC PIA, MMRDA from electricalequipment. All machines/equipment Construction used shall confirmto the relevantIndian Standards(IS) codes and shall be regularlyinspected by the engineer. A readily availablefirst aid unit including an adequate Contract During Contractor/PMC PIA, MMRDA supply of sterilized dressing material and appliances Requirement Construction shall be provided as per the requirementsunder the FactoryAct.

7-59 Mumbai UrbanTransport Project ConsolidatedEnvironmental Assessment

TABLE 7.9 CONT.. OPERATIONSTAGE EMP (SATIS- THANE)

Environmental MitigationMeasures Referenceto Time Frame Respon Ibility Impact/ssue Contract Implementation Supervision Documents Atmospheric Ambient air concentrationsof various pollutants shall be Projectrequirement Starting Pollutionmonitoring MMRDA pollution monitoredas per the pollutionmonitoring plan. immediately after agency- MCGB Vehicleemission standards shall be enforced strictly. completion of construction Noise pollution Monitoring of noise levels at various receptors as per Projectrequirement Starting Pollutionmonitoring MMRDA monitoringplan. Immediately after agency - Thane Public awareness campaigns for noise reduction completion of Municipal including placing adequate 'No Honking' sign boards at construction Corporation. sensitivelocations. RTO, PIA

Traffic and Traffic managementplans shall be prepared- Plans to Projectrequirement Through operation Development MMRDA safety restrict commercialvehicles in station area. stage Authorities,RTO Traffic density to be monitored to record benefits achievedfrom the project. Providepathways and crossingsfor pedestrians.

7-60 MumbaiUrban Transpo,1Project ConsolidatedEnvironmental Assessment

Table 7.10 Project Level Environmental Monitoring Plan - JVLR PROJECT

Environmental Project Parameters Standard Location Frequency Duration Institutional Component Stage Responsibility Implementation Supervision Air Quality Construction SPM, PM,(, NAAQS -Fantasy Land Once every 24 hr/day for 2 Contractor PIA, MMRDA SO2, NOx See -L&T season - consecutive through pre- Appendix -lIT Main gate Summer, working days approved 7.1 -Gandhi Nagar Winter, post- per week for 2 monitoringagency Square monsoon weeks.

CO, HC NAAQS -Fantasy Land Once every 8 hr/day for 2 Contractor PIA, MMRDA See -L&T season - consecutive through pre- Appendix -1ITMain gate Summer, working days approved 7.1 -Gandhi Nagar Winter, post- per week for 2 monitoringagency Square monsoon weeks.

Operation SPM, PM,0, NAAQS -Fantasy Land Once every 24 hr/dayfor 2 MCGM MMRDA SO2, NOx See -L&T season - consecutive Appendix -lIT Main gate Summer, working days 7.1 -Gandhi Nagar Winter, post- per week for 2 Square monsoon for weeks. 1 year after operation starts. CO, HC NAAQS -Fantasy Land Once every 8 hr/day MCGM MMRDA See -L&T season - for 2 Appendix -lIT Main gate Summer, consecutive 7.1 -Gandhi Nagar Winter, post- working days Square monsoon for per week for 2 1 year after weeks. operation starts.

7-61 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

Table 7.10 Cont. Environmental Monitoring Plan - JVLR PROJECT

Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility Implementation Supervision Noise level Construction Leq, L10, L50, CPCB noise -Fantasy Land At start of Continuous Contractor PIA, MMRDA L90 dB(A) standards -L&T construction 24 hour through pre- -I1TMain gate activity, followed reading with approved -Gandhi Nagar every season a frequency monitoring Square during of 10 agency construction minutes And at sensitive period and residential locations located near construction ______.______equipment.. Operation Leq, L10, L50, CPCB noise -Fantasy Land Once every Continuous MCGM MMRDA L90 dB(A) standards -L&T season 24 hour -I1TMain gate (excluding reading with -Gandhi Nagar monsoon) for 1 a frequency Square year after of 10 operationstarts. minutes Soil Quality Construction Heavy metals Contaminant -Fantasy Land At start of One time Contractor PIA, MMRDA and Oil and threshold -L&T construction sample through pre- grease level given by -Gandhi Nagar activity, followed approved USEPA Square every season monitoring during agency construction period Operation Heavy metals Only at accidental - MCGM MMRDA and Oil and spill sites ______grease______

7-62 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility Plantation Pre- Monitoring of As laid out in At ecologically During tree . Contractor PIA, MMRDA including Construction tree felling. project detail sensitive locations felling through pre- endangered design. such as mangrove approved species Trees to be areas. monitoring adequately agency marked for felling. Operation Survival rate Survival rate At locations of Annual For 3 years PIA/ Contractor MMRDA of road side to be al-least compensatory after plantation and 70%. Below plantation operation other which re- :tarts compensatory plantation plantation. should be done. Traffic Volume Operation Traffic volume - -L&T western 3 day hourly Annual MMRDA MMRDA ,characteristic section counts and speed. -Near IIT on middle section -Near Gandhi EEH.Nagar Square on

7-63 Mumbai Urban Transpotl Project ConsolidatedEnvironmental Assessment

Table 7.11 ProjectLevel EnvironmentalMonitoring Plan - BVQR PROJECT

Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility Implementation Supervision Water Quality Construction PH, BOD, CPCB water Only for affected Once every 6 One time Contractor PIA, MMRDA COD, TDS, quality creek water months during sample through pre- DO, Oil and standards locations near 15 construction approved grease. bddges. Locations period monitoring to be finalized in agency updatedproject EA. Noise level Construction Leq, L10, L50, CPCB noise Between Borivali At start of Continuous Contractor PIA, MMRDA L90 dB(A). standards and Dahisar construction 24 hour through pre- (Day and station activity, followed reading (1- approved Night) * Between Mira every season day only) monitoring road and during with a agency Bhayandar construction frequency of station. period. 30 minutes * At sensitive location - near Ayurvedic college near Nalla Sopara. Operation Leq, LI 0, L50, CPCB noise Same as above Once every year Continuous PIA / Western MMRDA L90 dB(A) standards after operation 24 hour railway (Day and starts. reading (1- Night) day only) with a frequency of _ 30 minutes A-

7-64 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Table 7.11 Cont. Environmental Monitorin Plan - BVQR PROJECT Environmental ProJect Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility Implementation Supervision Soil Quality Construction Heavy metals Contaminant At equipmentyards. At start of One time Contractor/PMC MMRDA and Oil and threshold construction sample grease level given by activity, followed USEPA every season during construction period Operation Heavy metals Only at accidental WesternRailway MMRDA and Oil and spill sites grease Plantation Pre- Monitoring of As laid out in At ecologically During tree Contractor/PMC MMRDA including Construction tree felling. project detail sensitive locations felling endangered design. such as mangrove species Trees to be areas. adequately marked for felling. Operation Survival rate Survival rate At all track side and Annual For 3 years WesternRailway MMRDA of track side to be al-least compensatory after plantation and 70%. Below plantationlocations. operation other which re- starts compensatory plantation plantation. should be done. .

7-65 Mumbai UrbanTransport Project ConsolidatedEnvironmental Assessment

Table 7.12 Project LevelEnvironmental Monitoring Plan - VIKHROLIROB PROJECT Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility Implementation Supervision Air Quality Construction SPM, PM1o, NAAQS Along ROB Once every 24 hr/day for 2 Contractor PIA, MMRDA NOx See on Godrej season - consecutive through pre- Appendix Road at 2 Summer, working days per approved 7.1 m height Winter, post- week for 1 week. monitoringagency and 5 m monsoon from road edge. CO, HC NAAQS Along ROB As above 8 hr/day for 2 Contractor PIA, MMRDA See on Godrej consecutive through pre- Appendix Road at 2 working days per approved 7.1 m height week for 1 week. monitoringagency and 5 m from road ______~~~~~edge.______Operation SPM, PM1o, NAAQS Along ROB Once every 24 hr/day for 2 PIA MMRDA NOx See on Godrej season - consecutive Appendix Road at 2 Summer, working days per 7.1 m height Winter, post- week for 2 and 5 m monsoonfor 1 weeks. from road year after edge. operation starts. CO, HC NAAQS Along ROB Once every B hr/day PIA MMRDA See on Godrej season - for 2 consecutive Appendix Road at 2 Summer, working days per 7.1 m height Winter, post- week for 2 and within monsoonfor 1 weeks. 10 m from year after road edge. operation starts.

7-66 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 7.12 (ont. Environmental Monitoring Plan - VIKHROLI ROB PROJE

Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responsibility

.______Implementation Supervision Noise level Construction Leq, L1O,L50, CPCB noise At sensitive and At start of Continuous Contractor PIA, MMRDA L90 dB(A) standards residential and construction 24 hour through pre- sensitive receptors activity, followed reading with approved (2 schools and a every season a frequency monitoring church), within 100 during of 10 agency m from roadedge. construction minutes period _ Operation Leq, Li 0, L50, CPCB noise As above Once every As above PIA MMRDA L90 dB(A) standards season for 1 year after operationstarts. Soil Quality Construction Heavy metals Contaminant At equipmentyards. At start and One time Contractor PIA, MMRDA and Oil and threshold completion of sample through pre- grease level given by instruction approved USEPA activity. monitoring agency Plantation Pre- Monitoring of As laid out in At tree felling Contractor PIA, MMRDA Construction tree felling. project detail location. through pre- design. approved Trees to be monitoring adequately agency marked for felling. Operation Survival rate Survival rate At locations of Annual For 3 years MCGM MMRDA of road side to be al-least compensatory after plantation and 70%. Below plantation operation other which re- starts compensatory plantation plantation. should be

7-67 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

TABLE7.13 PROJECTLEVEL ENVIRONMENTALMONITORING PLAN - (CST PEDESTRIANSUBWAY PROJECT)

EnvironmentalProject Parameters Standards LocatIon Frequency Duration Institutional Component Stage Responilbility ImplementationSupervision Air Quality ConstructionSPM, PM1o, NAAQS At MCGM Once every 24 hr/day for 1 Contractor PIA, MMRDA NOx See office month of workingday. through pre- Appendix opposite construction approved 7.1 CST. (excluding monitoringagency monsoon season) Operation SPM, PM10, NAAQS At MCGM Once after 24 hr/day for 1 MCGM MMRDA NOx See office operation workingday. Appendix opposite starts,to serve 7.1 CST. as comparative data CO,HC NAAQS At MCGM Once after 8 hr/day MCGM MMRDA See office operation for 1 working Appendix opposite starts,to serve day. 7.1 CST. as comparative data

7-68 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 7.13 Cont. EnvironmentalMonitoring Plait - (CST PEDESTRIANSUBWAY PROJECT)

Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Responlibility Implementation Supervision Noise level Construction Leq, L10, L50, CPCB noise At same site as Once every Continuous Contractor PIA, MMRDA L90 dB(A) standards AAQ monitoring month of 24 hour through pre- station. construction reading with approved a frequency monitoring of 10 agency minutes Operation Leq, L10, L50, CPCB noise As above Once after As above MCGM MMRDA L90 dB(A) standards operation starts, to serve as comparative data with baseline Traffic Operation Traffic volume, . Near subway Once in six 12- hr (Day RTO MMRDA Congestion composition months for the Time) and speed. 1S year after operationstarts.

7-69 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.14 PROJECT LEVEL ENVIRONMENTAL MONITORING PLAN - (SATIS)

Environmental Project Parameters Standards Location Frequency Duration Institutional Component Stage Respon slbilty ______Implementation Supervislon Air Quality Operation SPM, PM1O, NAAQS Same as Every three months 24 hr/day for 1 MCGM MMRDA NOx See baseline for 1 year after workingday. Appendix monitoring SATIS is complete. 7.1 location at This will serve as station comparativedata to complex. baselinevalues CO, HC NAAQS Same as Every three months 8 hr/day MCGM MMRDA See baseline for 1 year after for 1 working Appendix monitoring SATIS is complete. day. 7.1 location at This will serve as station comparativedata to complex. baselinevalues Noise level Operation Leq, L10, L50, CPCB noise At air Every three months As above MCGM MMRDA L90 dB(A) standards monitoring for 1 year after locations. SATIS is complete. This will serve as comparativedata to baselinevalues Traffic Operation Traffic volume, At the 3 Once in six months 12- hr (Day RTO MMRDA Congestion composition baseline for the 1 ' year after Time) and speed. monitoring SATIS is complete. locations

7-70 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

TABLE 7.15 MONITORING AND REPORTING PROCESS Construction Reporting Reporting Contractor PMC PIA reporting MMRDA World Bank Stage Parameter Format Reporting Reporting Frequency to reporting desired Number Frequency Frequency to MMRDA Frequency to supervision to PMC PIA World Bank Trees to be Monthly Monthly Quarterly Quarterly _ O removed . gE; PAHR&R Monthly Monthly Half-yearly Relocationof utility Monthly Monthly Quarterly Quarterly and community O resources

Fugitive dust Daily Monthly Monthly Ouarterly Half-yearly mitigation Condition of Daily Monthly Monthly Ouarterly Half-yearly construction equipment w.r.t noise and emissions e Identificationof soil Onetime Onetime Onetime _ erosion locations and measures taken O Road -side and Monthly Monthly Quarterly Quarterly Half-yearly o0 compensatory plantation schedule Plantation survival Monthly Monthly Quarterly Ouarterly Half-yearly rate reporting Pollution Monthly Monthly Monthly Quarterly Half-yearly monitoring Debris disposal Weekly Monthly Quarterly Quarterly Half-yearly plannocatlons. .

7-71 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

TABLE 7.15 Cont.. ______Construction Reporting Reporting Contractor PMC PIA MMRDA World Bank desired Stage Parameter Format Reporting Reporting reporting reporting supervision Number Frequency Frequency to Frequency Frequency to to PIA PIA to MMRDA World Bank Top soll Monthly Quarterly Quarterly Ouarterly _ Management Quarry Monthly Monthly Quarterly Quarterly Half yearly Identiflcatlon and management Occupationalsafety Weekly Monthly Monthly Monthly Half yearly ._ and health Labourcamp set-up Weekly Monthly Monthly Monthly Half yearly and hygiene. c Road safety Weekly Monthly Monthly Monthly Half yearly 0 U measures Site enhancement Monthly Quarterly Quarterly Quarterly Halt yearly Implementation plan at water bodles, road lunctlonsetc. Pollution Quarterly Ouarterly Half-yearly O monitoring . schedule and U

7-72 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 7.16 ROLES/RESPONSIBILITIESAND STRENGTHENINGOF INSTITUTIONS

ORGANISATION ROLES & RESPONSIBILITIES STRENGTHING REQUIRED

(MUMBAI METROPOLITAN Review of implementationof EnvironmentalMitigation Enhance the capabilities of the existing REGION DEVELOPMENT Measures(EMPs) for MUTPprojects. 'EnvironmentalCell" of MMRDAby out sourcing AUTHORITY(MMRDA) Ensureadequate Resettlement and Rehabilitationof PAH wheneverrequired.

Facilitateimplementation of policydirectives/ emission laws Trainingneeded on: etc. for pollutionprevention/mitigation by interactingwith * Environmentalassessment, social impacts. various the governmentdepartments like Environment b' Appreciationof Environmentalimpacts and Department,Urban Development Department, RTO etc. EMPsidentified for relatedMUTP projects. Reviewthe environmentalmanagement capabilities of Procedureand responsibilitiesfor EMP implementingagencies, particularly municipal authorities implementation,monitoring and reporting andto assistthem in developingtheir capabilities. etc. Obtainand analyseenvironmental information generated by organizationslike MCGM,MPCB, RTO etc. and factor them into short term and long term planningprocess for overallsustainable development of MMR. Municipal Corporation of Greater Monitoringof ambientair quality and noise at existing MCGMIs operatingair qualitymonitoring network Mumbal (MCGB) locations.Extending monitoring network to MUTPproject for last severalyears and alreadyhave trained locationsfor post-projectmonitoring. personnel. Training in relation to Quality Assurance,data analysisand dissemination and Regularreport to MMRDAto enableenvironmental otherissues as suggestedin thereport "Study for planningat a regionallevel. StrengtheningAir QualityMonitoring network of MCGM,Nov. 2000) However the existing staff and monitoring equipment need to be upgraded for the .______additionalmonitoring load due to MUTPproject.

7-73 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 7.16 Cont.. ORGANISATION ROLES & RESPONSIBILITIES STRENGTHING REQUIRED

Public Works Department (PWD), Ensuring implementation of EMPs for related MUTP Environmentalappraisal capabilitiesof existing Maharashtra State Road projectsthrough PMC/contractors staff to be enhancedthrough training programs. Short term module type training programs Development Corporation Carrying out EnvironmentalAssessments of all related on- neededfor: (MSRDC) goingand future Transport Projects. > Environmentalassessment, social Impacts. l Appreciationof EnvironmentalImpacts and EMPs identifiedfor related MUTP projects. Procedure and responsibilities for EMP implementation, monitoring and reporting etc. RAILWAYS/MUMBAI RAIL VIKAS Ensuring implementation of EMPs for related MUTP Environmentalappraisal capabilitiesof existing CORPORATION (MRVC) projects through PMC/contractors staff to be enhancedthrough training programs. Short term module type training programs Carryingout EnvironmentalAssessments of all related on- neededfor: goingand future Transport Projects. lo. Environmentalassessment, social Impacts. ga Appreciationof Environmentalimpacts and EMPs identifiedfor related MUTPprojects. Procedureand responsibilitiesfor EMP Implementation,monitoring and reporting ______etc. Transportation Service Ensuringregular emission and maintenancechecks on the Emissionmonitoring capabilities of the bus fleet Organisations (BEST) bus fleet to ensure compliancewith regulations. to be strengthened. Good housekeepingin existing Bus-Depotsto minimize Environmentalawareness training of key water and land pollutionfrom oil spillsand waste oil personnel disposal. Enforcement/ Regulatory Enforcementof vehicularemission standards, with more Environmentalawareness training for its Organizations: emphasison heavy vehicles,taxies and 3 wheelers vigilancestaff so that they can appreciatethe importanceof their role and carry out the same Regional Transport Office (RTO) diligently. Training also needs to include criteria and techniques for vehicle inspection and certification.

7-74 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

7-75

RESETTLEMENT AND REHABILITATION

MumbalUrban Transport Project ConsolidatedEnvironmental Assessment

CHAPTER8 RESETTLEMENTAND REHABILITATION

8.1 RESETTLEMENTACTION PLAN

MMRDA has preparedResettlement Action Plan1 (RAP) essentiallyto describethe policy and institutional framework for carrying out the Resettlement and Rehabilitation(R&R) of the Project Affected Households(PAHs). For every sub- project site specific Resettlement Implementation Plan (RIP) and Community EnvironmentManagement Plan (CEMP) will be separatelyprepared.

8.2 THE OBJECTIVES

The main objectivesof MUTP in respectof the ProjectAffected Households (PAHs) and the ResettlementAction Plan (RAP) are;

* To preventadverse social impactassociated with implementationof MUTP, * To deliverthe entitlementsof PAHsfor paymentof compensationand support for reestablishingtheir livelihood;and * To implementan action plan for deliveringcompensation and assistance in accordancewith the R&R policyadopted for the project. * To maximizeinvolvement of PAH and civil society in all stages of resettlement and rehabilitation;and * To ensure that the standardof livingof PAHsis improvedor at least restored.

Significant progress has been made in terms of formulating an R&R Policy and effectively involving NGOs in making the entire process participatorysince 1995. Over 10000 PAHshave also been resettledby June 2001.

8.3 RESETTLEMENTPOLICY

Governmentof Maharashtra (GOM)has already adoptedan R & R Policyfor MUTP. The objectives of R&R as enunciatedin the policy are; * To minimizethe resettlementby exploringall viable alternativeproject designs, Where displacementis unavoidable,to developand execute resettlementplans in such a manner that displaced persons are compensatedfor their losses at replacementcost prior to the actual move,

lMumbai Urban TransportProject: ResettlementAction Plan, September2001, MMRDA

8-1 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

* To accord formal housing rights to the PAHs at the resettlement site by establishingthe cooperativehousing societies of the PAHs, * To develop and implement the details of the resettlement program through active communityparticipation, * To make efforts to retain existing communitynetwork in the resettlementarea and to minimizethe adverse impact,if any, on the host community;and * To improve environmental health and hygiene of the PAHs at the site of resettlementand to educate, motivate and organise the communityto manage its environmentat the resettlementlocation.

8.4 LEGAL FRAMEWORK

The R & R Policy and the ResettlementAction Plan (RAP) and the site specific Resettlement ImplementationPlan (RIP) are developed and executed under the following legalframework;

* Land Acquisition Act 1894: for compulsory acquisition of land for public purposes. * Maharashtra Regional and Town Planning Act, 1966: for preparation of Development Plans (Master Plans) that designate land for public purposes, which can then be acquired under the Land AcquisitionAct; and to formulate DevelopmentControl Regulations. * DevelopmentControl Regulationsfor Greater Mumbai 1991: These regulations offer an altemative to acquisition under LA Act 1894 by way of Transfer of Developrrn.-"lt Rights(TDR). * The amenoed DC Regulations provide incentives for rehabilitation (including resettlementof slum dwellers).,For landownersprepared to provide 225 sq.ft. dwelling unitsfree of cost to slum dwellers,the incentiveis in the form of rightto build and sell floor space equivalentto that requiredfor slum rehabilitation * The DC Regulations also set out the standards for building design and construction and provision of services like water supply, sewerage, site drainage, access roads,elevators, fire fighting etc * The Maharashtra Co-operative Societies Act 1960: provides for establishing, registeringand administeringthe co-operativesocieties. The land and building is owned by the co-operative and its members have occupanz--*rights of apartmentoccupied by them. Sale and purchaseof such units can take place only with the consent of the society. This is a common form of tenure in Mumbai'sapartment buildings and is widely understood.

8-2 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

8.5 DEFINITIONOF PROJECTAFFECTED HOUSEHOLDS (PAH)

Project Affected Householdsincludes households, business units including their workers and owners of assets like land and buildingsaffected by MUTP and may include; non-resident land owners (including farmers and horticulturist); non- resident lessees; resident landlord (includingfarmers and horticulturists);resident lessees, tenants or sub-tenants of buildings; squatters (non-resident structure owners, residentstructure owners,tenants); pavementdwellers. Householdfor this purpose meansall the males/females,their family membersand relativesstaying in a house/tenement/hut.

8.6 REHABILITATIONENTITLEMENTS

Shelter related entitlement

Every eligible householdlosing a dwelling place shall be allotted a dwelling unit of minimumof 225 sq.ft. at an alternate site. Similarlyevery PAH losing a commercial structure shall be eligible for an altemate place for commercial use of equivalent area.

Compensation for economic losses

Availability of land being the major constraint in the city, it may not always be possible to provide in the close vicinity of the existing settlement to avoid loss of access to existing employment. In such cases the affected households will be eligible for the compensationfor the permanentloss of employment or extra travel cost. Similarlya special packagewill be worked out for the vulnerable PAHs such as households below the poverty line, the women headed households, the handicapped and the aged. This would include a ration shop under the Public Distribution System, ground floor accommodationfor the handicapped and the aged and support through the communityoperated fund for income generating activities.

Access to training, employment, and credit

There are a number of training programsoffered by governmentfor skill upgrading for promoting self-employment. Similarly there are government programs of extending financial assistance to the poor for self-employment. During the preparationof site specific RIP; the communitieswill be informed of such programs. In addition, local savings and loan associations will also be promoted through NGOs.

8-3 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

8.7 ORGANIZATIONALRESPONSIBILITIES

A High PowerSteerng Committee has been constituted under the chairmanshipof the ChiefSecretary to GOMto overseethe progressof MUTPincluding R&R and providenecessary policy directions.

A ProjectCoordination Committee has been createdunder the Chairmanshipof PrincipalSecretary Urban DevelopmentDepartment, GOM to supervisetimely implementationof MUTPincluding inter-agency coordination, ensuring adequate budgLtary provisions and timely disbursement of funds.

An IndependentMonitoring Panel (IMP)comprising eminent citizens of Mumbai has been establisheci 7r ensuringcompliance with acceptedpolicies in project implementation

MMRDA,which is a regional planningand coordinatingauthority, has been designatedas the projectcoordinating agency for MUTP.AProject Management Unit (PMU), headedby a Project Director,has been created in MMRDAfor planningand implementingR & R componenton behalf of all implementirig agencies.The PMU is also responsiblefor overall coordinationwith all the implementingagencies and monitoring the progressof MUTP.

8.8 TWO STAGE RESETTLEMENTPROCESS

Two-stageresettlement would be resortedto where resettlementis requiredon urgentbasis. The urgencymay arise on accountof unsafeconditions like in caseof settlementslocated too closeto the railwaytrack or on accountof judicialruling. The transitaccommodation would be in the form dwellingunits of 120sq.ft. with commontoilet facilitiesand standposts for watersupply. It is proposedthat all those who haveshifted to transit houseswill be movedto the permanenthouses withinthree years.

8.9 GRIEVANCEREDRESSAL MECHANISM

The PIA will designatea seniorofficer at the locallevel to considerany grievance ot PAHsin consultationwith the concernedNGO. If the aggrievedPAH is not satisfiedwith this decision,final appeal could be madeto the GrievanceRedressal Committeeappointed by the PMUcomprising its officialsand the representativesof NGOsin accordancewith the R & R Policy

8.10 SITE SPECIFIC RESETTLEMENTIMPLEMENTATION PLANS (RIP)

In additionto the RAP, for individualsub-projects site specific Resettlement ImplementationPlans (RIPs) will be prepared. Community Environment ManagementPlan (CEMP)will be preparedalong with the RIP. Consultants' 4

8-4 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

reports on RIP and CEMP for four sub-projects are already available. These are being finalized in conformity with RAP. MMRDA has undertaken preparation of final RIPs and CEMPs for these four sub-projects.

Community Environment Management Plan

The objective of preparing CEMP is thus to provide access to basic urban environmental infrastructure services; and through community initiative and participation alleviate the environmental health risks of the community. The affected communities are largely of squatters accustomed to a particular way of life. At the resettlement site, they will have to almost invariably adjust to the lifestyle of multi- storied buildings. The communities will be trained and motivated to follow a discipline that can avoid environmental problems. Separate Environmental Management Committees (EMCs) will be formed during RIP/CEMP preparation to take up this responsibility during post-resettlement stage. The CEMP provides in simple non-technical local language preventive maintenance schedule for water supply, sanitation, solid waste etc. The maintenance measures are translated into a simple non-technical format in the form of "Do's" and "Don'ts" in local languages for the use of the community at large.

8.11 SCALE OF RESETTLEMENT REQUIRED The households likely to be affected by each of the sub-projects are given in Table 8.1. Table 8.1 Project Affected Households

A-XI A- Roads and Traffic Component 4649 1 ROB at Jogeshwari -South 901 2 ROB at Jogeshwari - North 514 3 ROB at Vikroli 173 4 Jogeshwari-Vikroli Link Road 890 5 Santacruz-Chembur Link Road 2171 6 Station Area Traffic Improvement Schemes 100* 7 Pedestrian Subways & Bridges Nil Rail Component 14479 1 5th Line between Santacruz and Borivali 515 2 5th and 6th Lines between Kurla and Thane 2131 3 Borivali-Bhayendar -Virar additional pair of lines 501 4 Optimization on Western Railway 622 5 Optimization on Central Railway 2879 6 Optimization on Harbour Line 7831 19228 Total PAH Total Project Affected Persons 77660

8-5 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

* Subjectto findingsof the surveysin prcrn.ress

Majority(19000 out of 19228PAH) ar, zuatters. Theydo not havesecured land tenure,have only sharedcommunity tacilities like waterstand post and common toilets.Some of the squattersettlements have inadequate water supply, inadequate numberof well maintainedtoilets, poor solid wastecollections. Some settlements located close to the storm water drains have poor drainage and flooded in monsoon.Settlements located close to railwaylines apart from these problems sufferfrom noiseand risk to life of childrenwho may inadequatelymove over the tracks.Thus the presentquality of lIfe is extremelyunsatisfactory in terms of availabilityof basicservices and environmental hygiene.

Land Acquisitionand PAHs

Total land proposedto be acquiredfor the transportproject is 32.08 ha. out of which20.79 ha. is for railwayprojects and 11.29ha. is for roadprojects. The total numberof PAHis 19228of which14429 are affectedby railwayprojects and 4749 are affectedby road projects.The PAHsinclude legal occupantsof land to be acquiredas well as the squatterson the land already owned by the Project ImplementingAgencies. (PIA). The land requiredfor resettlementof PAHsis 47.1 Ha. Mostof the PAHsare squattersand the numberof landownerswhose land is to be acquiredis verysmall.

8.12 R&RIMPLEMENTATION SCHEDULE AND THE PRESENTSTAUTUS

The scale of resettlementinvolved is unprecedented.However due to concerted effortsof GOM,MMRDA and the concernedNGOs it hasbeen possibleto resettle 10118PAHs out of a total of 19228PAHs haveby June 2001 (6261in transit accommodationand 3857 in permanentdwelling units). In addition,about 80 affected shopkeeperswere alloyedalternative shops with in the resettlement buildingsto enablethem to re-starttheir businessactivities. Resettlement of over 10000PAH in one year is urt-recedentedin Mumbai.The PAHs locatedin the safety zone of railwayswere seen as a risk to safe operationsof suburban services.The railwaysafety authorities had imposedspeed restrictions and had warned about discontinuingservices. There were incidentsof stone throwing hurtingthe traincommuters. On this background,an NGOapproached the Mumbai High Courtwith a requestto directthe railwaysto removethe encroachmenton railwayland. Railwayswere inclinedto act accordingly.At this stage,GOM and MMRDAhad to interveneand assure the Courtthat the squatterswill be resettled. Court imposed a strict time limit on such resettlement.This necessitated resettlementin transit quarters,which were successfullyput in place in four months. The entire process of resettlementwill be completed by April 2004.

8-6 MiumoL)aiUrban TransportProject Conso.idatedEnvironmentai Assessment

P~ Z-R,,.AN-iVT-Nl ~~ ~ ,,,,7_ .

Ir~~~~~~~~~~~~~~~~~~~~~~~

,9 ____ -w --

_; ; ;UA TE-RS

0- e -< MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

8.13 LESSONSLEARNT Fromthe experienceof resettlementcarried out so farfollowing lessons could be learnt. * Giventhe fact that someof the communitiesto be resettledare so locatedthat their continuationat the existinglocation is eitherat the risk of their ownsafety or causeshindrance to essentialpublic services, it is necessaryto adopta two- stage approachto resettlement.It is also desirablein terms of strengthening communitynetwork, establishing co-operative societies and generallypreparing the communitiesto live in multistoriedpermanent housing. * A swift continuousoperation, starting from BSESto resettlementwith active leadershipof NGOhas a betterchance of success. * Communityparticipation particularly of women in managingthe allotmentof dwelling units, relocationand securing essential services is key to the successfulresettlement.

8.14 COSTSAND BUDGET

The total cost of resettlementis estimatedto be aroundRs. 4607 million(US $ 98 million).

8-8 9 PUBLIC INFORMATION AND CONSULTATION I MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

CHAPTER9

PUBLICINFORMATION AND CONSULTATION

9.1 CONSULTAION DURING CTS (1994)

Public consultation has been an important input into the process of planning and designing of MUTP so far. The consultation process began by carrying out a survey of Public Attitude during the formulation of Comprehensive Transport Plan (CTS).1 As a part of this survey, respondents were asked to select a package of schemes from amongst a long list of road and rail projects within a budget of RS. 1000 crores. The outcome of this consultation indicated following priorities;

* Putting more buses into the city and providing exclusive busways, * No priority to tramway or LRT * No priority to new underground metro High priority except by the car and two wheeler riders to increased reliability of train services, increased train capacity along with more comfortable trains. Priority to road investment including Western Freeway by the car and two wheeler riders. * Priority to improved bus feeder services, flyovers and area traffic control system be all road users.

- Priority to extra rail line into the Island City (6'h Corridor) by the rail commuter.

The draft CTS proposals were also presented to various PlAs, Government agencies and NGOs. They generally endorsed the strategy of PT+DM recommended by the CTS.

These considerations have also reflected in the MUTP now proposed for implementation.

9.2 CONSULATION DURING ENVIRONMENTAL ASSESSMENT (1997)

The findings of the Environmental Assessment carried out by the consultants were

presented in a Workshop held on 2nd June 1997.2 The participants included the representatives of the government departments, local authorities, project implementation agencies and the consultants in the transport and environment field.

Some questions were raised in the workshop about the methodology of SLEA, but the finding that PT + DM is the most preferred strategy was generally endorsed. In

1 CTS Technical MemorandumNo. 5 - Analysisof PublicAttitude Survey, WS Atkins Intemational 2 EnvironmentalAssessment of MUTP-II,Proceedings of Public ConsultationWorkshop held on June 2,1997. AIC Watson ConsultantsLtd. MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

respectof PLEAsand MLEAscertain methodological clarifications were sought. Theseclarifications and suggestions were then incorporatedin the finalreports.

9.3 CONSULTAIONDURING R&R

As a part of carryingout the BaselineSocio-Economic Surveys of the PAH,the NGOsexplained the projectfor whichthe communityahs to be resettled.Durng the formulationof RIPand CEMPmore intensive consultation takes place to decidethe locationof resettlement,design of building,community facilities required and the procedureto be followedfor maintainingthe multi-storiedsettlement. The detailsof consultationprocess are 'en in the "Mumbai Urban Transport Project: ResettlementAction Plan, September 2001, MMRDA"

9.4 CONSULTATIONON UPDATEDEA

With the passageof tme andsubstantial developments like constructionof flyovers that had occurred the EA was updated.3 A consultationworkshop involving academia,environmental experts, consultants, NGOs and representativesof PlAs and the World Bank was organizedon November20, 2000 for presentationof updatedEA. The importantsuggestions that emanated from this workshopare listed below; * The impactsof the flyoversthat havealready come up needto be studiedand suitable mitigationmeasures should be identified,so that these can be consideredwhile designing and constructing the otherplanned flyovers. MMitigation measures durng constructionphase shouldinclude plan for traffic diversionroutes. * Recommendationss- id cover the measuresto be takenat designstage to improvethe visualimpacts of the structures/flyovers/subways. * Mitigationmeasures for noiseimpacts of flyovers/ ROBSon the residentsof flats, which are in close proximityof theseflyovers, must be identified. New technologiesfor roadsurfa^es must be explored,so that noisefrom road-tyre frictionis reduced. * The projectcould encourage more development in ecologicallysensitive areas of Vasai-Virar.There should be efforts to shift developmenttowards Navi Mumbai. * Co-ordinationmodel for implementationof the recommendationsshould be clear.Independent monitoring panel should appear in the pr:sosedmodel.

Mostof thesesuggestions have been incorporated in this consolidatedEA.

In additionfollowing two consultationworkshops were also organized.

3 MUTP EnvironmentalAssessment Montgomery Watson ConsultantsLtd. 9-2 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Public consultationwith people affected by constructionof sub-Droiectswas carried out on December13. 2000

A public consultationworkshop was organizedpredominantly for the projectaffected personson the 13h December2000. The photographs,newspaper clippings and the pamphlets are given in the Appendix 9.1. A presentationwas made by MMRDA highlightingthe sectoral environmentalimpacts, MUTP and its resettlementimpacts, resettlement policy and the resettlement action plan including its Community Environmental Management Plan. Copies of non-technical summary of the EA report were distributed in local languageprior to the workshop.The responsefrom the participantshighlighted the importanceof maintaininglocal environment- solid waste management, storm water drainage, sewerage and water supply. Respondentsparticularly women, based on their personalexperiences emphasized the importanceof communityefforts in keeping the buildings and the surroundings clean by timely removalof garbage.However, some of them were not aware of the implicationsof throwingthe garbagein the nearby storm water drain or nallah.

Based on the above response, it is proposed to pay particular attention to solid waste disposal in preparing CEMP's as a part of preparing project specific ResettlementImplementation Plan (RIP).

Public consultationworkshop with aeneral Dublic was carried out on December 14, 2000

A public consultationworkshop organized for a cross section of the Society on the 14th Dec' 2000 was not attended by the general public/NGOsexcept a few Press representatives.This perhaps is a reflection of the fact' that the concerned stakeholdersare aware of the project its environmentalcomponents. Some of the NGOs have expressed their concern about the delay in commencementof the project and not about the environmentalimpacts.

9.5 PUBLIC INFORMATIONCENTRES

MMRDA has establishedtwo Public InformationCentres, one at the MMRDAoffice and the other at Mankhurd a project site. Documents and information related to MUTP Project summaries, EA reports, R&R Policy and ResettlementAction Plan RIP and CEMPs, etc are made available to at these PICs Written comments or suggestionswill also be receivedat the PICs.

9.6 PROPOSEDCONSULTATION

MMRDA has now consolidated and updated the EA work carried out so far in respect of MUTPand presentedit in this report. MMRDAtherefore now proposesto 9-3 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

carry out a fresh roundof publicconsultation program based on this reportduring October,2001. This will involve two public consultationworkshops; viz. one on a city wide basis aimed at a representativecross section of concerned citizens including NGOs, academicians,environmental experts, representativesof PlAs, Industries, TaxiVTruckowners Associations, etc.; the other aimed at the project affected persons. The approach and methodologyalong with time table for this fresh rounc of public consultationis presentedin Tables 9.1 and 9.2.

Table 9.1 Proposed Tlime Table for Organizing Public Information and Consultation Workshop for a Cross Section of the Society.

NO. ACTIVITIES DATE 1 Finalizationof the Draft ConsolidatedEA Report. 1/11/01 2 Approval of the World Bank 7/11/01 3 The draft Executive Summary of EA report will be translated into 9/11/01 Marathi. The English version will be kept on MMRDA's web-site for downloading. The draft EA Report will be kept at Public Information Centreat MMRDA'soffice. 4 Fix the time, date and venue at South Mumbai that is large enough for 9i;1 /01 expected gathering. 5 To send notices to leading English and Marathi newspapersintimating 10/11/01 about the public consultationworkshop. The notices would indicate the date (one week after the date of publishing the notices in the news paper), time and venue of the event, the purpose of public consultation along with the information about the availability of draft Executive Summary and draft Final Report at Public Information centre at MMRDA'soffice and on the MMRDA'sweb site for those interestedto refer. 6 The Letters of Invitationto selected NGOs, academicians,researchers, 12/11/01 implementing agencies, etc. along with Press will be sent one week prior to the event (The draft list enclosed as Annex-i ). 7 The notices about public consultationwill appearin the news papers. 15/11/01 8 The pamphlets in English, Hindi and Marathi informingabout the date, 18/11/01 time and venue will be circulated (three to five days before) in the project affected communities. The pamphlets would also indicate the informationabout the availabilityof draft ExecutiveSummary and draft Final Report at Public InformationCentre at MMRDA office for those interestedto refer. 9 The workshops will be held 8 days after the date o' ishing the 23/11/01 notices in the news papers. 10 To record and document the consultation workshops based on the 23/11/01 checklistprovided by the World Bank.

9-4 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 92 Proposed Time Table for Organizing Public Information and Consultation Workshop for Project Affected People.

NO. ACTIVMES DATE 1 Finalizationof the Draft ConsolidatedEA Report. 1/11/2001 2 Approvalof the World Bank 7/11/2001 2 The draft Executive Summary of EA report will be translated into 9/11/2001 Marathi.The same will be kept on MMRDA'sweb-ste for downloading. The draft EA Report will be kept at Public Information Centre at MMRDA's office. 3 Fix the time, date and venue for organising a smaller meeting 9/11/2001 (workshop) nearby Jogeshwari 4 To send notices to leading English and Marathi newspapersintimating 10/11/2001 about the small public consultation workshop at Jogeshwari on the similar lines. The brief write up on MUTP incorporatingthe proposed EMPs relatedto JVLR and ROBswould be preparedand translatedinto Marathi. 5 Selected local NGOs, reputed persons residing nearby, PlAs, etc. will 12/11/2001 be invited for Jogeshwari Workshop) 6 The notices about JogeshwariWorkshop will appear in the newspapers 15/11/2001 7 The pamplets in English Marathi and Hindi informing about time, date 18/11/2001 and venue about Jogeshwariworkshop will be circulatedin the project areas. The pamphlets would also indicate the information about the availabilityof draft ExecutiveSummary Pnd draft Final Report at Public InformationCentre at MMRDAoffice for those interestedto refer. 8 T --orkshops will be held 8 days after the date of publishing the 24/11/2001 notices in the news papers. . 9 To record and document the consultation workshops based on the 24/11/2001 checklistprovided by the World Bank.

9.7 PUBLIC OPINIONS,CONCERNS AND RESPONSES

The findings of the proposed round of public consultations will be recorded and incorporatedin the final EA report.

The PICs will receive Grievances from public, in respect of implementationof mitigating measures from the concerned citizens. These will be referred to the concemed PIA and reports will be obtained on the corrective actions taken. These will also be kept at the PICs.

9-5

APPENDICES

MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

APPENDIX 1.1 DOCUMENTSREFERRED

1. SectoralLevel EnvironmentalAssessment of MUTP - II by AIC Watson Consultants Ltd., March 1998

2. Sectoral Level EnvironmentalAssessment of MUTP - II Addendumto Final Report July 1999

3. ComprehensiveTransport Strategy for MumbaiMetropolitan Region by W.S. Atkins Intemational,1994

4. RegionalPlan for MumbaiMetropolitan Region 1996-2011,MMRDA

5. EnvironmentalAssessment of MUTP - II by AIC Watson Consultants Ltd., March 1998

6. MUTP ResettlementAction Plan by MMRDA,July 2001.

7. Programmatic Level Environmental Assessment of the Proposed Flyover at KhodadadCircle, by AIC Watson ConsultantsLtd., March 1998

8. Environmental Assessment of the proposed Jogehwari - Vikhroli Link, by AIC Watson ConsultantsLtd., March 1998

9. Environmental Assessment of Borivali - Virar Railway Tracks by AIC Watson ConsultantsLtd., March 1998

10. ProgrammaticLevel EnvironmentalAssessment of the ProposedROB at Vikhroli by AIC Watson ConsultantsLtd., March 1998

11. Programmatic Level Environmental Assessment of the Proposed Subway at ChatrapatiShivaji Terminusby AICWatson ConsultantsLtd., March 1998

12. Programmatc Level Environmental Assessment of the Thane Station Area ImprovementScheme by AIC WatsonConsultants Ltd., March 1998

13. URBAIR - Urban Air Quality ManagementStrategy in Asia, World Bank Technical Paper No. 381, 1997.

14. CoastalZone ManagementPlan for Maharashtraby Urban DevelopmentDepartment of Govt. of Maharashtra,July 1997 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

15.Terms Of ReferencesOf MUTP For Study On PreparationOf ParticulateMatter ReductionAction Plan for GreaterMumbai , December2000

16.Environmental Status Report of MCGMfor the years1997-98, 98 -99 and99-2000

17.Final Report on Tasks 1 and 2: study for strengtheningthe Air QualityMonitoring Network Operatedby BMC preparedby EnvironmentalManagement Centre, Mumbai,November 2000.

18.Lal committeereport - Reportof the committeeconstituted by The OrdersOf The High Court, Bombayto examineand recommendmeasures to reduce vehicular pollutionin greaterMumbai, April 2000 reportprepared by Officeof the Transport Commissioner,Maharashtra State.

19. EnvironmentalStatus of MMR by AICWatson Consultants, Mumbai, May 1997.

2 MumbaiUrban Transport Project EnvironmentalAssessment

APPENDIX2.1 ENVIRONMENTALACTS/RULES FOR VARIOUSPARAMETERS ISSUE/ PARAMETER REGULATION PURPOSE

Environmental Environmental(Protection) Act, 1986 An umbrella act for environmental protection. Various rules and Protection Legislatlon notificationsare issued from time to time under the provisions of this Act. Environmental EnvironmentalProtection Rules (1986) These Rules specify standards for emissions or discharge of Standards and its amendments. Latest environmentalpollutants. Standards for ambient air quality is also amendmentin EnvironmentalProtection prescribedunder these rules. AmendmentRules (2000) Environmental The EnvironmentalImpact Assessment Mandatory environmentalclearance from MOEF, New Delhi for 29 Clearance of Projects Notification,1994 (as amended in May categoriesof developmentalprojects listed in Schedule 1. Procedure 1994) for environmentalclearance Is given in Appendix 2.1(b). Mandatory public hearing before environmental clearance for all Environmental (Protection) Rules, projects listed under the EIA notificationof 1994. Notice of EnvironmentalPublic Hearing, April 1997. Certain projects listed in Schedule B of this resolution,which do not Environmental Clearance from State fall in the EIA notification of 1994, require State Department of Government of Maharashtra Environment,Govt. of Maharashtra. (Resolution No. Env 1094/SEAC/CR- 170/Desk-1),August 1997. Ambient Noise Control Noise Pollution (Regulation and These rules providefor the ambient noise standardsin public places. Control) Rules,2000

3 MumbaiUrban Transport Project EnvironmentalAssessment

Appendix2.1 Cont.. ISSUE/PARAMETER REGULATION PURPOSE

Water Pollution The Water (Prevention and Control of The Act providesfor the preventionand control of water Pollution) Act, 1974 pollution through grant of "Consents to Operate" by MaharashtraPollution Control Board (MPCB) The Water ( Prevention and control of Industries/ organizationsto pay Water Cess (Tax) under Pollution) Cess Act, 1977 the Act to MPCB. The cess is charged with a view to augment the resources of Central Pollution Control Board (CPCB)and MPCB. Air Pollution The Air (Preventionand control of Pollution) The Act provides for the prevention and control of air Act, 1981 pollution through grant of "Consents to Operate" by MaharashtraPollution Control Board (MPCB) Handling, Storage and Hazardous Waste (Management and The rules require that all persons handling hazardous Disposal of Hazardous Handling)Amendment Rules, 2000 wastes should have Authorisationfrom the local State Wastes Pollution Control Board. Waste to be handled and disposedas per the provisionsof the Rules, Environmental Liabilities The Public liability InsuranceAct, 1991 This Act imposes on the owner liability to provide due to Industrial accidents immediate relief to affected persons in case of an accident resulting from handling notified hazardous chemicals. The owner all has to take out insurance policy, the premium of which goes towards an Environmental Relief Fund. The District Collector implementsthis Act. HandlIng, Transport and Bio-Medical Waste (Management and All Bio-Medical Wastes to be handled (Stored, Disposal of Blo-Medlcal Handling ) Rules, 1998 and (Second transported,Disposed) as per provisionsof these rules. Wastes Amendment)Rules 2000 MPCB issues Authorisationsto all concerned.

4 MumbaiUrban TransportProject EnvironmentalAssessment

Appendix 2.1 Cont. ISSUE / REGULATION PURPOSE PARAMETER Storage and safe Manufacture, storage and import of This rule aims at reducingrisks of damage to the environment handling of hazardous chemical (Amendment) Rules, due to accidents involving handlingof hazardousmaterial. It Hazardous 2000. gives a list of chemicals categorised as hazardous and materials. requires the occupier to prepare safety reports etc. Also it requires preparation of off-site disaster managementplan by the DistrictCollectors office. Transport of Motor VehicleAct 1988. These rules address vehicular air and noise emissions and Hazardous Material also requirementsduring transport of hazardousmaterials. It is implemented by the Regional Transport Department. Detailsof the requirementsare given in Appendix 2.1(c) Forest The Wildlife (Protection)Act, 1972 The Wildlife (Protection)Act, 1972 is a nationalact, which Conservation and supersededthe specific provisionsmade in this respectin the Wildlife protection. Indian Forest Act, 1927. The Wildlife Act enablesthe notificationand managementof areas as nationalparks, sanctuaries,game reservesand closed areas and the proceduresfor allowingor disallowingdiverse useswithin them.

5 MumbaiUrban TransportProject EnvironmentalAssessment

Appendlx 2.1 Cont. ISSUE / REGULATION PURPOSE PARAMETER The Forest (Conservation)Act, 1980 The Act provides for the conservation of forests, restrictions on the de- reservation of forests or use of forest land for non-forest purposes other than reforestationand matters related to the same. The important provisionsof this act is for transportationprojects are:

i) No state governmentor other authoritymay issue orders directing that any forest land or any portion thereof may be assigned by way of lease or otherwiseto any private person or to any authority, corporation,agency or any other organisationnot owned,managed or controlled by the government without prior approvalof the central govemment. ii) No forestlandor any portionthereof may be clearedof trees, which have grown naturallyin that land or portion,for the purposeof using it for afforestationwithout prior approvalof the central govemment.

* Maharashtra Felling of Trees This act provides that no person shall fell any tree (Tree as defined in the schedule)or cause such tree to be felled In any land, whether of his ownership (Regulation)Act, 1964 or otherwiseexcept with the previouspermission in writing of a Tree Officer duly empoweredby the State Governmentin that behalf. * Maharashtra Private Forests (Acquisition)Act, 1975 Some provisionsare as follows: 1. All private forests in the State shall stand acquired and vest, free from all encumbrances,in and shall be deemed to be the property of the State Government,and all rights, title and interest of the owner or any person other than the Govemmentsubsisting in any of the such forest on said day shall be deemedto be have been extinguished. 2. All private forests vested in the State Govemment under sub-section (1) shall be deemed to be reservedforests within the meaningof the Forest Act.

6 MumbaiUrban Transport Project EnvironmentalAssessment

Apendix 2.1 Cont.. ISSUE / REGULATION PURPOSE PARAMETER Coastal Zone Coastal Regulation Zone (CRZ), As per this notification the Central Government has declared the coastal Protection 1991 stretches of seas, bays, estuaries, creeks, rivers and backwaters which are influencedby tidal action (in the landward side) upto 500 metres from the High Tide Line (HTL) and the land betweenthe Low Tide Level (LTL) and the HTL as Coastal RegulationZone. The notificationimposes restrictionson the setting up and expansion of industriesand other developmentprojects in the said Coastal RegulationZone (CRZ). For the purposesof this Notification,the High Tide Line (HTL) is defined as the line upto which the highest high tide reaches at spring tides.

7Thedistance from the High Tide Line (HTL) to which the proposed regulationswill apply in the case of rivers, creeks and backwatersmay be modified on a case by case basisfor reasons to be recordedwhile preparing the CoastalZone ManagementPlans, however,this distance shall not be less than 100 metresor the width of the Creek,river or backwaterwhichever is less.

7 Appendix2.1(B) Processof ObtainingEnvironmental Clearance Investor Notes:

1 NoObjetlion Certificate SubmitsProject Questionnaire, EIA 2 ChiefConservator of Forests SPCBSubmission of the project 3 Departmentof Environment andEMP Isd to EMPthe Environmerntal the concerned to the MoEi4along with 4 Ministryof Environmentand , all documents Forests ReviewSPCBby 5 EnvironmentalAppraisal , ~~~~~~~Committee Initialscrutiny by staff of MoEF

ManagementPlanx Satisfactory? Reviewby Environmental * Is the Projectsite J No NnAppraisal Commitee of MoEF acceptable? Can Issuesbe- R't yAq resolved? 1N Is theinformation Nn ys-m providedadequate? EAC5 members Re- s . Applyalso to T undertakesite visits exam I Applyalso to CGF~ccF i SPCBissues NOC* in caseforestland is involved Von i sst acceptable? | l Doesthe Projectfall Is se a ale |under Schedule-1 of I sINn Il | NotificationEIA W ; | PrepareComprehensive | | | toApply Union Min. of | | EIAor anyspecific study Investoradvised to ; Ne | Env.& Forestsin l | suggestedby the lookfor alternate 1 3 prescribedformat ~~~~~~~~~~~Committee st Committeel lsi iApply to State DoEn | | (Schedule - 2) l| for Env. Clearancell

Nn Nn XA EniometlClaac RjcCaisusb Is the projeiRecmeddIsdbyth MoEF l j ~~~~~~resolved? acceptable? by EAC

Yp. MumbaiUrban Transport Project EnvironmentalAssessment

APPENDIX2.1(C)

RECENTSUPREME COURT DIRECTIVESAND OTHER LEGAL ISSUES RELATEDTO VEHICULARPOLLUTION

(A) Air PollutionIn Delhi EPA (29 of 1986)S. 3 - Directionto convertthe entirebus fleet in New Delhito singlefuel of CNGby 31/3/2001.Also directedthat 8 yearsold busesshall not shall ply excepton CNG or otherclean fuel after 1/4/2001,passed by SupremeCourt in 1998AIR 2813. Application for extensionof deadlinefixed for compliance.Extension of deadline was refused.However to mitigate sufferingsof commuterpublic relaxationgiven to schools,Delhi Transport Corporation, Contract carriage operators, otherbus operatorsand ownersof commercialvehicles including autos by allowing themto operatevehicles equal to numberof vehiclesfor whichsteps for conversion hasbeen taken them by 31/3/2001.

A recentstudy carried out by IndianInstitute of Technology(IIT) and as reportedin newspapers shows that CNG vehiclesare as pollutingas conventionallyfueled ones. The advantageof CNGis that it has less hydrocarbons(HC) and thus HC emissionsfrom vehicles are lessthat conventionally fuelled vehicles. However,CO emissionsfrom CNGis higherand is morethan the Euro-Ilstandards. Also, lackof infrastructurefor CNG supplyand governmentapathy have led to a lot of chaosin recenttimes in NewDelhi.

Thus it is clearthat beforeestablishing implementation periods for such alternative fuels, the CentralGovernment should ensure that the decisionis supportedby adequatecase studies and adequate infrastructure is place.

(B) In a writ petitionfiled by the renownedpublic interestlitigant, M.C.Mehta,the SupremeCourt has laid downthe standardsto whichvehicles (both commercial and non-commercial)should conform, in orderto be registeredin the NationalCapital Region(NCR). In its decisionreported in (1999)6 SCC 9, 12, 14, the reportof the Bhure Lal Committeewas examinedin detail and the followingdirections were issued:

p All private(non-commercial) vehicles, which conform to Euro I and Euro II norms,may be registeredby the NCRwithout any restriction. * All private(non-commercial) vehicles (shall) conform to Euro II normsby 1.4.2000.

9 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

APPENDIX 3.1 Details of demographic, soc ', economic and environmental characteristics based on th -aseline survey of 11760 PAHs

PARAMETER | AFFECTED NUMBERS DEMOGRAPHICDATA_ 1. Average number of persons per household 4.06 2. Sex ration: Females per 1000 males 819 3. Age distribution Percent below age of 14 years 33% Percent between 15-59 years 65 % 4. Percent married Female above the age of 18 46% Male above age of 21 46 %

SOCIAL STRUCTURE 5. Religion Hindu 70% Muslim 14 % Buddhist (5 %), Christians (2%) and Others 16 % 6. Caste Scheduled Castes 23 % Scheduled Tribes 2% Other backward Classes 15 % Upper Castes 7% Others (including non-respondents) 53 % 7. Language - Mother Tongue Marathi 40% Hindi 29 % Telagu 6% Tamil 4% Kannada 2 % Urdu 2 % Others 17 % 8. Literacy - above age of 6 60%

ECONOMIC STATUS 9. Average number of earners per PAH 1.38 10. Average income of eamer (Rs.) 1949 11. Average monthly household income (Rs.) 2673 12. Percent of household below poverty line 35 % 13. Number of commercial establishments 1116 14. Workers in commercial establishments 2142 15. % of establishments having monthly tumover 84 % less than Rs. 50000

10 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

APPENDIX3.1 Cont.. PARAMETER AFFECTEDNUMBERS

16. OccupationalStructure Govemmentservice 9% Privateservice 42 % Self employed 31 % Casual Labour 18 %

HOUSING:MATERIALS AND AREA 17. Materialsused (% of PAH) Roof: AsbestosCement Sheets 50% Clay Tiles 18% Plastic,Tin sheets etc. 17 % Walls: Bricks 47% Tin sheets 29 % Plasticand other 16 % 18. Area Residential(% of residentialhouses) Upto 10 sq.m. 29 % 10sq.m.to15sa.m. 38% 15 sq.m._to 20 sq.m. 22_% 20 sq.m. and above 11 % 19. CommercialEstablishments Less than 10 sq.m. 37_% Between 10 and 15 sq.m. 21 % Morethan 15 sq.m. 43%

ENVIRONMENTAL(% OF PAHS HAVINGENVIRONMENTAL SERVICES) 20. Water Supply IndividualTap Lessthan 1% Public Stand Posts 93 21. Toilets Individual Lessthan 1% Public 71 % Not available 22 % 22. Solid Waste Collection Regular 6 % Occasional 55 % Notavailable 32 %

11 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

APPENDIX4.1 SECTORALLEVEL ENVIRONMENTAL ASSESSMENT (SLEA) METHODOLOGY

1.1 GENERAL

A Sectoral Level EA is an evolvingmethodology and has been found to be very useful to examinethe cumulativeimpacts of multiple projectsplanned in the same sector. It usuallyaddresses the mixtureof projectsDroposed for the next few years which may comprisea number of large and small ;--rojects-ne later not warrantinc individualenvironmental assessments. They shoula result in identificationof major environmentalissues in the sector and developmentof databaseenabling projects specificEA to proceedexpeditiously.

A variant of this applicationcalled a programmaticlevel EA which addresses a numberof small projectswhich can be replicatedat various locationsand for which the impactsare moreor less the same at any location.

Otherpurposes of SLEAsare: i) Reviewof environmentalimpacts of sector investmentalternatives ii) Evaluationof the environmentaleffects of sector policychanges iii) Assessmentof: - Requirements in the sector for environmental review mitigative measuresand EMP - Capacitiesof Sectoralinstitutions - Needfor training,development of guidelinesfor institutional Strengthening.

A Sectorallevel strategy is formulatedto guide the developmentof an economicor servicesector for the benefitof the public, and aims at achievingthe objectivesset forth for this purpose. Traditionally,a strategy is developedon the basis of the techno-economicevaluation of various alternatives or options. Each option is definedby a set of actionsor projectswhich are expectedto translatethe underlying theme of the option into reality. An optionor a mix of options,which is determinedto be cost-effectivein achievingthe specifiedobjectives is then selectedas the strategy to be pursuedfor the development.

In evaluating these altematives or options, little consideration is given to their environmentalor social (other than explicit sectoral objectives) implications.With increased significance of interaction among social, environmentaland economic sectors, the evaluationof alternatives/optionsmust also consider their impacts on

12 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

environmentalcomponents, society at largeand the stakeholders. These options or alternativesmust be furtherexamined with respectto the institutionalfeasibility of implementingvarious projects identified under each of theseoptions. Also, measures to alleviateadverse impacts associated with options or a strategyshould be identified for guidingthe implementation of the selected transportation strategy.

Thesectoral level assessment of MUTP- 11under this assignmentis perhapsthe first of its kind being carried out in India and so is the environmentalassessment -methodologyevolved for the purposeto analysethe four transportationoptions describedin the previoussection. This methodologycomprises the following elements.

* Scopingor identifyingspatial and temporal boundaries for analysis.

* Identifyingvarious environmental components (areas) and stakeholders likely to be impactedunder a transportationoption.

* Identifyingindicators or indiceswhich can quantify both adverse and beneficialimpacts to theextent possible. * Identifyingimpacts, which cannot be quantified, and which should be describedqualitatively.

* Developingtechniques and / or identifyingtools and modelsto make future projections/ predictionsso that the optionscould be evaluatedwith respect to differenttime horizons.

* Identifyingor developingan appropriatemethod for comparingdifferent types of impactsacross the optionsso that the selectionof an appropriatetransportation strategycan be facilitated.

* Examiningthe implementationof the optionsor alternativesfrom the Institutionalpoint of view.

* Identifyingthe mitigationmeasures for the adverseimpacts likely to resultfrom theimplementation of theoptions.

It shouldbe notedthat the aboveelements are not sequentialsteps for carryingout an environmentalanalysis. Nevertheless,these elementsform the basis for conductingSLEA.

13 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

This sectionpresents the methodologyfor carryingout SLEA.Accordingly, the restof the section is organisedto presentscoping i.e. spatial and temporal boundariesfor carrying out the analysis: environmental impact areas or components; and methodologyused for estimatingthe impacts on each environmental,component. Indicatorsor indices used for quantifyingthe impactsare also presented,wherever possible. In such cases, where impacts can not be easily quantified, qualitative descriptionof impactsin a structuredmanner is emphasized.

1.2 SCOPING

For the purposeof the environmentalanalysis, MMR is dividedinto four sub regions namely Island City, Western Suburb, Eastern Suburb and the rest of MMR. These four sub regionshave been consideredbecause of their distinct land use, economic characteristics and transportation characteristics. For example, residential and industrialland use in Eastern Suburbs generatesheavy vehicle movementor truck traffic in the sub region,whereas traffic in Western Suburbs is dominatedby private vehicles. The land use characteristicsof the sub regionsare shown in Table 4.1.1. Figure 3.1 in chapter 3 showsthe land use characteristicsof the entire MMR.

Table 4.1.1 Major Land Uses in the Four Geographic Zones of MMR

Geographic Zones of MMR Characteristics of the Major Land uses Islandcity Residentialand Commercial

EasternSuburbs Residential,Industrial and wetlands

Western Suburbs Residential,Industrial, Forests and ecologically sensitivewetlands

Rest of MMR Residential, Industrial, Forests, Wetlands and Agriculturallands.

Whereas,an environmentalanalysis is carriedout for the above four sub regionsto understandthe implicationsof various options on each sub region individually,the methodologyfor carryingout analysiscuts across all these sub regions. Further,the analysisis done for two p-Lnningtime horizonyears 2001 and 2011.

1.3 ENVIRONMENTALIMPACT AREAS

A transport alternative or option comprises various projects and programs, implementationof which is expectedto achieve the transportationgoals of MMR in

14 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

consonancewith the underlyingtheme of the option, e.g., emphasison promoting public transportationor discouragingtraffic flow in a specific sub region. Each alternativecould influencethe compositionand volume of traffic to varying degree dependingon the type of projects and programs envisagedunder the altemative. However,basic modesof traffic such as cars, taxis, two wheelers,auto rickshaws, busesand trains will continueto exist in MMR under each of the alternatives. Since, the operationof these vehiclesresults in air pollutantemissions and noise, impacts of eachtransport alternative on the air qualityand noise levelsare consideredin the' environmentalanalysis.

The implementationof the transportationprojects will involve the constructionof roads and railway lines through or adjacentto ecologicallysensitive areas. Hence, ecologicalimpacts of the alternativesare also consideredin the analysis.The project implementationmay further result in direct or indirectsocial impact.The direct social impactscould arise from the displacementof peopleand commercialestablishment from the road and rail alignmentareas. The ease of commutingdue to a new or modifiedroad / rail link would, however,be beneficialto the commutersand goods traffic. The secondarydevelopment that may come up due to a rail/road link could also havesocial implications.

Hence, the four impact areas considered for the environmentalanalysis of the transportationalternatives are as follows.

. Air QualityImpacts * Noise Impacts * Ecological and Land Use Impacts * Social Impacts (Limited to Displacement of People)

Although each of the transport options will affect the above mentioned four environmentalcomponents to varyingdegree, the level of serviceit renderswill also vary from option to option. In orderto select the option not only from environmental angle, but also from the service point of view in additional impact areas namely transportservice has also been considered.

Since, air quality and noise impactsof varioustransport alternatives are determined by traffic composition,volume and speed, these traffic parameters for different alternativesand sub regionsare estimatedby using the RegionalTransport Model for MMR. In order to appreciate how different development scenarios and transportation alternatives influence the determination of the above traffic parameters,a brief overviewof the RegionalTransport Model (developedby WS

15 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Atkins for MMR) is given below. This is followed by the methodology used for determiningthe above impacts.

1.4 THE STRATEGICTRANSPORT MODEL

The StrategicTransport Model for MMR,developed as a part of the WS Atkinsstudy, predicts traffic volumes and speeds for different vehicle modes for each transportationlink under varioustransportation alternatives, for the base year (1996) and year2011.

The model considersthree modesof travel i.e. cars and motorcycles:taxis and auto rickshaws;and publictransport (bus and rail). The MMR is dividedinto 110zones (47 in Island City, 27 in the suburbsand 36 in the region outside MCBM for developing transportationnetworks to be used in the transport model. There are 1200 major road links considered in the model. The model generates separate networks for private vehicles (cars and motor cycles), taxis and auto rickshaws and public transport for year 1991. The latter includes 500 bus and rail routes. The two important sub models which allow the transport model to predict future transport scenariosand associated * traffic parametersare:

* trip-end submodel * joint trip distribution/ modalsplit submodel

Trip-endSubmodel:

This sub model relatesdemand for travel - trip generationand trip attraction i.e. for each zone to zonal planningparameters. Peak and off-peakperiods are simulated separately. The set of equationsused to simulatetrip generationand trip attraction for differenttransport modes is shownin Table 4.1.2.

The dependenceof trip generationand trip attraction on planningparameters such as House Holds owning Vehicles(HHV), ResidentWorkers (RW) and Employment places (EMP) makes the transportation model responsive to various plannin; strategies.For usingthis submodelfor predictinggeneration trips and attractiontrip'- for various zonesin 2001 and 2011, appropriateprojection tools for estimatingHHV, RW and EMPneed to be used.

Joint Trip Distribution/modalSplit Submodel:

This submodel predicts the pattern of different transport modes in MMR. The assumptionunderlying the sub mqdel is that an individualselects a transport mode based on the perceived cost of travel by different traffic modes, which also

16 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

internalisesvalue of time. Therefore,other factors remainingconstant, "the number of trips betweenany two zones(i,j) by a particularmode m

* increasesas trip generationin i and attractionin j increases * decreasesas the cost of travel by modem betweeni andj increases,and * decreasesas the travelcost by modem increasesrelative to other modes. The submodelis representedby the followingequation,

Tj= r, Gj.S,.A,.F11 Where, Tij = numberof tripsbetween zone i andzone j G= totalgeneration trip-ends in zone j Aj= totalattraction trip-ends in zonej Si, r, = balancingfactors.

Table4.1.2 Trip-EndSubmodel Equations i) Privatevehicle trips Peakperiod 2 Generation= 433+ 0.949HHV (r = 0.587,std Error = 1044,t (HHV)= 9.5) Attractions= 25.6 + 0.001EMP32 (r2 = 0.595.std Error= 4487.t = 4.4) Off-peakperiod Generation= 1349.38+ 1.0938HHV (r2 = 0.372,std Error= 1790.t (HHV) 6.33)Attraction = 2 5 2 2.35+ 0.0000436EMP ' (r = 0.631,std Error=7388, t = 5) ii) Taxi trips Peakperiod Generation/ Attraction= 220 + 0.004EMP 25 + 0.378HHV (r2 = 0.707,std Error= 2136.t (HHV)= 2.7, t(EMP)= 44.2)

Off-peak period Generation/ Attraction= 28.749+0.154 EMP 215+1.7129HHV (r2= 0.72,std Error= 9792.t (HHV)= 2.65,t(EMP) = 4.36)

iii) Publictransport trips

Peakperiod Generation= 15.7+ 0.566HHV + .335RW 2 (r = 0.959,Std Error= 2225,t (HH14= 2.6, t(RW) = 36.2) Attractions= 111.9+ 0.0097EMP (r2= 0.871,std Error= 20070,t= 4.4)

Off-peakperiod Generation= 2260 + 1.329HHV + 0.242RW (r2 = 0.87, Std Error=3060, t (HHV)= 4.5. t(RW) = 17.94) Attraction= 0+0 65078 EMP(r 2 =0.73, Std Error= 22494,t = 12.13) (Source:Comprehensive Transportation Study for MMR,Tech. workingPaper No. 6)

Where,

17 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

HHV - HouseHolds owning Vehicles: RW - Resident Workers: EMP - Employment places, and r1. S,= balancingfactors (constants) F11 = ke- B6iCij t = the deterrencefunction

where, k = cost factor (a constant) Cij,= generalizedcost factor B = calibration constant - exponential function a = calibration constant - power function

These trips are assignedto each road link based on traffic speed curves relating traffic flow (PCU)to speed for privateor non-publictransport vehicles.Bus speeds are modified to account for delays caused during bus stoppages. Traffic speed curvesare developedfor the followingroad types with differentcarrying capacities.

- Urban - single carriage.way - Urban - dual 2/3 lane carriage way - Urban - dual 4-lane carriage way - Rural all purpose.

Further,centroid of eachzone is connectedto appropriatenodes of the road network for non-publicmodes and to bus stops and stationsfor publictransport modes.

The Strategic TransportModel providesoutput in the form of PCUs, vehicle speed and vehiclekms for heavyand lightvehicles for each road link. This output has been processedto reassignthe vehicle kms to the four identifiedsub regionsfor carrying out the environmentalanalysis. Also, since pollution generationpotential of each vehicle type i.e. heavy vehicles, cars, auto rickshawsand 2 wheelers is different, non-publictransport PCUs and Publictransport PCUs have been convertedback into various transportmodes for the baseyear and future planninghorizon years. In the present case, year 2011 is considered to be the future-planninghorizon and accordinglythe assessmentis done for this year. The assumptionunderlying this conversionis that the traffic compositionin future years will remain the same as for the base year (1996).

The traffic parameters predicted by the Regional Transport Model for different transportalternatives are usedas inputsfor air quality and noise impactanalyses.

18 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

1.5 AIR QUALITYIMPACTS

Air quality impactsof varioustransportation alternatives on a sub region result from emissions generatedby different types of vehicles constitutingtraffic in that sub region. The type of a vehicledetermines the natureand level of pollutantspresent in its exhaust. Petrol driven light vehicles(cars, two wheelers, and auto rickshaws) mainly discharge carbon monoxide and hydrocarbons.Two wheelers and auto rickshaws give rise to relatively high levels of pollution due to the incomplete combustion of fuel in their two stroke engines. Diesel driven heavy vehicles predominantlyemit particulate matter and nitrogen oxides. Depending on the sulphurcontent of the fuel minor levelsof SO; may also be presentin the exhaust.

Since the implementationof eachtransportation alternative would generatedifferent traffic volumesand compositionin the four sub regionsfor year 2011, the resulting air quality impactsassociated with the alternativewould be different. Hence,in order to determinethe air quality impactsassociated with a given transportationalternative for the horizon year, dispersion of vehicular emissions need to be simulatedto estimatethe resultingambient pollutant concentrations of CO, NOx, PM, Pb and S02 for each sub region. The predictedpollutant levels for the year 2011 under each transportationalternative when comparedto the baseyear pollutionlevels providean assessmentof air quality impactsdue to the alternative. Also, for the quantification of impacts,air quality indicatorsor indicesneed to be identifiedor developed.Hence, air quality impactanalysis involves the followingsteps. * Determiningbaseline air quality (reflectingair pollution resultingfrom the base yeartraffic level)of the sub regions, * Estimatingvehicular emissions in each sub regionfor eachoption / alternativefor 2011, * Simulatingdispersion of the vehicularpollutants to estimate resulting ambient concentrationincrements for each sub regionand optionfor the year 2011, * Assessing impacts of the estimatedconcentration increments on various stake holdersor target groups by using value functioncurves for the above pollutants. (These curves provide a relationshipbetween ambient pollutant concentrations and the resultingimpacts on humanhealth and the environment).

1.5.1 BaselineAir Quality

The baselineor base year air quality of the four sub regionsand MMR as a whole is used to assess changein the air qualitydue to the transportationalternatives for the horizonyear 2011. For making assessmentof the baselineair quality of each sub region, the sub regionswere dividedinto square grids. Air pollutionmonitoring was carried out at various locations in each of the four sub regions. The pollutants monitoredat most of the locationsor sites included sulfur dioxide, nitrogen oxides,

19 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

particulatematter, lead, PM1O,carbon monoxideand hydrocarbons.The sites were selected to represent predomin' vehicular pollution areas. The monitoring was

carried out for three or more d- . . The monitoredpollutant concentrationvalues were usedto estimatebaseline concentrations at the centreof eachgrid by using the inverse squareweighted interpolation technique. The weightedinterpolation scheme incorporatesthe influenceof prevailingwind pattern and topographicalfeatures. The estirnated pollutant concentrationvalues in a grid were then used to determine quality index for each pollutantusing value functioncurves to representits potential air quality impacts. The value functioncurves for CO, NO,, C02, PM10and Pb are provided in Figure 1.5.1 to Figure 1.5.5. Quality index values vary from 0 to 1, higher values indicatingbetter quality. (Reference: EnvironmentalImpact Analysis - A New Dimensionin DecisionMaking by R.K.Jain and L.V. Urban,1981).

20 FIG. 3.5.1: VALUE FUNCTION CURVE FOR CARBON MONOXIDE

1 \ 1

0.8 x

,0.4 - l l

0.2

0 10 20 30 40 1-HOUR AVERAGE CONC. (ppm)

FIG. 3.5.2: VALUE FUNCTION CURVE FOR SULFUR DIOXIDE

0.8 x w

-J 0.4 __ _ _ - ___ __ D

0 0 0.05 0.1 0.15 0.2 0.25 24 - HOUR ANNUAL AVE CONC. (ppm)

C .- - .- .. . _ I I _ _ MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

FIG. 4.1.3 VALUEFUNCTION CURVE FOR PM10

22 u.l <- r-- -..-

4a (i t -~ -~

0.0 0) uOO .((] 840 I)X104 .,U ';iOj)

24-HR ANNUAL AVERAGECONC. (ug/m3)

F:jG.3.5.4: VALUEFUNCTION CURVE FOR NOx

J \1

0.4

0.2

0 .00 0.05 0. I 1.

24-HR ANNUAL AVERAGECONC. (ppm) FIG. 3.5.5: VALUEFUNCTION CURVE FOR LEAD (Pb)

0.8 x

______0 . C_ _ _ _ Z 0.6

-< 0.4

0.2 -______

0 0 0.2 0.4 0.6 0.8 1 24-HR ANNUAL AVERAGECONC.(ug/m3) MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

1.5.2 Air DispersionModelling Analysis

An air quality model relates air pollutant emissionsto the resulting ambient air pollutant concentrations under different environmental settings including meteorologicalconditions. The output of the modellinganalysis is in the form of pollutant concentrationsat the specified receptor locations.The model estimated pollutant concentrationscan be used in determining quality indices from value functioncurves to reflectthe air qualityimpacts of the transportationalternatives.

The choice of air quality model depends on various factors, which include the following:

- Spatialdomain on whichthe modelis to be applied - Time domainon whichthe model is to be applied - Natureof pollutants - Typeof pollutantsources

It is difficultto developor selecta modelwhich takes into accountall thesefactors in a satisfactorymanner. An attemptis howevermade to select a model which meets most of the modellingrequirements, and at the same time, is simple to use and calibrate/validate. The choice of the Roll Back model for estimating pollutant concentrations,instead of the earlier proposedPAL model is made becauseof the simplicityof the former. The use of a simplemodel as againstthe sophisticatedones is particularlypreferred for a sectorallevel .analysisas the input requirementsfor the latter are-too detailed and not justified for a macrolevelassessment. Moreover, PAL has the followinglimitations.

* Although PAL can handle six types of sourcesincluding special line and curved sources, it can handle only 99 road links in a single run. There are about 600 road links in the entire region, which need to be considered for modelling purpose. Further, some of these links traverse through more than one sub region (impactanalysis is carriedout for each sub regionseparately as indicated in the scope),which complicates the applicationof the modelto a sub region.

* PAL can be used to estimate pollutant concentrationsup to several hundred metersonly. The area undereach sub regionextends up to severalkms.

* PAL inherits all the limitationsof the Gaussianequation based models,such as flat terrain assumption,unreasonably high concentrationestimates during light wind conditions,etc.

25 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

PAL's input data requirementsare intensive and collection of data at such a detailedlevel can not be justifiedfor a sectorallevel analysis.

The above limitationsof PAL also suggestthe use of a simple model like the Roll Back model for estimating vehicular pollutant concentrations under different transportationalternatives for the year 2011.

Roll Back Model:

Roll Back Model is a simple proportionatereduction model, which is based on the assumption that reduction in pollutant emissions proportionately reduces the resulting ambient air pollutant concentrations. Thus the model can be mathematicallyrepresented by the followingequation.

Cl/C2 = Q1/02 where,

C1 = concentration at a given point due to emissions Q1 C2 = concentrationto be estimatedat the same pointdue to emissionsQ 2

C, and C2 may also be called as receptordata, whereas Q1, and Q2 are called as source data. The predicted concentration02 correspond to the same set of meteorologicalconditions as that for Ci and are of same natureas that of Ci. In the presentcase Ci representsthe ambientair pollutantconcentrations and thereforeso does C;.' The model predictsthe future ambient air pollutant concentrationsin the light of changesin the traffic relatedemissions (Q;) assumingthe other emissionsto remainthe same for the future years.

For the applicationof the Roll Back model in the presentstudy, the model equations for the concernedpollutants were developedby using the estimated ambient air pollutant concentrationsand estimatedvehicular emissions for the base year. The estimation of the base year pollutant concentrationshas been discussed in the previoussub section. For estimatingbase year emissions,the road links traversing through each grid of the sub regionare identified.Vehicular emissions are assigned to the grid based on the length of links interceptedby the grid and vehicle kms carried by the interceptedroad segments. Vehicle kms for each traffic mode are estimatedby using the RegionalTransport Model. Vehicular emissions for the base year in each grid are estimatedby segregatingthe vehicles into old (production before 1991) and new (production after 1991) vehicles and calculating total emissions using emission factors prescribedfor 1991 for old vehicles and those prescribedfor 1996 for new vehicles.The IIP emissionfactors, which are prescribed by MOEF for different years, are given in Table 4.1.3. Vehicle statistics in terms of old and new split is obtainedfrom R.T.O.

26 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table4.1.3. IIP EmissionFactors (gm/km) for variousTraffic Modes

Vehicle 1991 1996 2000 Type Co NOx Pb S02 CO NOx Pb S02 CO NOx Pb S02

Two 12.0 1.58 0.00 0.65 4.5 1.58 0.00 0.65 2.0 0.65 0 0.65 Wheeler 9 9 8 Three 18.0 2.37 0.01 0.65 6.75 2.37 0.01 0.65 4.0 0.65 0 0.65 Wheeler 3 3 8 Car 14.3 1.57 0.02 1.4 8.68 1.32 0.02 1.4 2.72 0.42 0 1.39 7 7 7 8

Bus 11.2 4.0 0.0 4.3 9.0 1.2 0.0 4.3 1.6 1.78 0 4.29 5 5

Truck 11.2 4.0 0.0 4.3 9.0 1.2 0.0 4.3 1.6 1.78 0 4.29 5 5

LCV 9.6 2.5 0.0 1.16 7.7 2.32 0.0 1.16 1.09 1.29 0 1.16 5

Note: IIP - IndianInstitute of Petroleum

Vehicular emissions needed for estimating pollutant concentrations for the transportationoptions during 2011 are computed by using the proposedemission standardsfor the year 2000 as emissionfactors. (Ref: Reporton Vehicle Emissions and Control Perspectivesin India prepared by Indian Institute of Petroleum for Ministryof Environmentand Forests,Government of India in 1994)

In case of computationof lead emissionsit is assumedthat petrolcars registeredin Brihan Mumbai after 1st April 1995 would have zero lead emission as these cars would be runningon unleadedpetrol. However,cars registeredin the Rest of MMR would continueto have lead emissionsin accordancewith the 1996 standarads.All the cars manufacturedafter 2000 are assumed to have catalytic converters,and therefore, zero lead emissions.The above assumptionis made based on the fact that the 2000 AD emission standards are achievable only by using catalytic converterswith unleadedpetrol.

Actual emissionfrom vehicleswould dependon several factors such as age of the vehicles,vehicle condition, operating speed, etc. Thoughthe operatingspeed will be more or less the same for all vehiclesin a particularsegment of the road,the other two factors i.e. age of vehicles and vehicles conditionswould vary from vehicle to

27 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

vehicle. Therefore, these factors have not been considered in the emission estimation. Further, since it has been proposed to adopt emission standards prescribedby IIP for the year 2000 it is assumedthat irrespectiveof vehiclecondition and age of the vehicles,all the vehicleswill haveto conformto these standards.The RTO will have to ensure that these emissionstandards are met by all the vehicles, through PUC implementation,which does not envisagedifferent emissionstandards relatedto age or conditionof the vehicles.

1.5.3 StakeHolders

Variousstake holderslikely to be affectedby vehicularpollution are: (i) populationof the sub regionsexposed to the vehicularpollution, (ii) people living along the major road links and (iii) commuters. However,since traffic related pollution is usually confinedto the road corridors,exposure to populationliving along the road corridors is usedto indicateair quality impactsof the transportationaltematives.

Air qualityimpacts on the abovegroup of peopleare estimatedby assumingthat only the people living within 150 meters on both the sides of the road segment are exposedto the pollutionlevel estimatedfor the grid in which the road segmentslies. The number of people living along the road corridors are estimated by using total road length, and populationdensities for the base year and future years in the four sub regions.

1.5.4 Air Quality Indices

Roll Back Model equations for the concerned pollutants, and their respective emissionscomputed for each grid is used to' estimatepollutant concentrations in all the grids. The estimatedconcentrations are usedto determinequality index of each pollutantin each grid for the transportationoptions in the year 2011 with the help of appropriate value functions. The overall quality index of each pollutant in a subregion is then computed by using populationalong the road corridors as the weighting factor for averaging the' quality indices determinedfor each grid. The overallquality indexof a pollutantin the subregionis definedas:

I l= I Pi Where, Q ,0 = QualityIndex of ithpollutant corresponding to its concentrationCij for gridj Pj= Populationalong the trafficcorridors in gridj. I, = Overallquality index of ithpollutant in thesub-region

28 MumbalUrban Transport Project ConsolidatedEnvironmental Assessment

Thevalue functions of the pollutantsare shownin Fig. 4.1.1 to 4.1.5.

1.6 NOISEIMPACTS

Theoperation of trains,cars, trucks, two wheelers and autorickshaws also contribute to the generationof noise.The levelof noisegenerated depends on a numberof factorsincluding type of vehicle,vehicle speed, number of vehicles(or trafficvolume) and road condition.Since, different transportationalternatives would result in different vehicle compositionin MMR, noise impacts would vary from one transportationalternative to another.The land use characteristicsby virtue of attenuatingnoise propagation could also influence noise exposure to population.For noise impactquantification and assessment,appropriate noise indicators/indices needto be identified. The followingsteps are used to determinenoise impactsof the transportation

alternativesin thefour sub regionsand MMR as a whole.

* Identifyingnoise indicators and indices

* Estimatingtraffic composition and volume for roadlinks of eachsub regionunder eachalternative using the RegionalTransport Model * Usingan appropriatenoise prediction model to estimatetraffic relatednoise levelsfor the baseyear and the planninghorizon years under the transportation alternatives

* Assessingtraffic related noise impacts on different stake holders

1.6.1 Noise LevelIndicators

Noiseis undesiredsound which gives rise to fluctuationsin atmosphericpressure andcauses an eardrumto vibrate.In themiddle ear, these vibrations are transmitted througha seriesof threesmall bones to the liquidfilled innerear. The inner ear containsabout 30,000 sensory cells, each with a smallhair protrudingin the liquid. The liquid movementproduces nerve impulses which are carriedby the auditory nerveto thebrain where they are perceivedas sound.

Noiseinduced hearing damage occurs in theinner ear dueto twotypes of impacts- acoustictrauma resulting from sharpand very loud sounddue to blowingapart of sensitivehair cells;and prolongedexposure to relativelylower noise levels resulting in the wearingof cell hairs. Noisestandards are typicallyset up for protecting exposedpopulation from the abovetwo types of impacts.

29 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Various noise parameterswhich are of interestfrom noise generationand exposure view pointsare Lio, Lso, Lgo and L",q.

L,o is the noise level that is exceeded 1G percent of the time, and generally representspeak noise level. This parameteris useful indicatorfor situationswhere short durationand high irrv:ulsivenoise levels (e.g., 140 dBA) are expected. Hence this indicator is not of much use to assess traffic related noise levels, which are expectedto be in the range of 60-85 dBA.

Lw is the noise level which is exceeded50 percentof the time and is close to the averagenoise level. Lgois the level which is exceeded90 percentof the time and indicatesbackground noise level.

Lq, or the equivalentsound level is an energy average of sound level during a specified period of time. From the noise exposure view point, Leq is a more meaningfulparameter as it correlateswell with the effectsof noise on people.Hence, this indicatoris usedfor the purposeof noise impactanalysis.

The CPCB has establishednoise standards(Table 4.1.4) for protectingpopulation likely to be exposedto differentnoise sources. These noise standardsare provided as Leqfor Daytimeand Nighttime. Table4.1.4 The CPCBEstablished Ambient Noise Standards LeqdB(A) Land Use Daytime Nighttime (6.00to 21.00hrs) (21.00to 6.00hrs) Industrialarea 75 70 Commercialarea 65 55 Residentialarea 55 45 Silencezone 50 40

Traffic Noise Indicators

Noise generatedfrom the transport activitiesneeds to be assessed separatelyfor day and night time since the intensityof its impacts is different during these times. Hence, noise levels predictedat 30 m from the centre line of the road are further processedto calculatethe percentagelength of links in a subregionexceeding their day and night time standardsrespectively. The percentagevalues so obtainedare representedby Traffic Noise Index (TNI)" for day and night. Day time and nighttime TNI valuesare usedto comparethe noise impactsof the optionsor alternatives.

30 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

TNI (day) = % of length of road links in a subregionexceeding day time standard. TNI (night)= % of length of road links in a subregionexceeding night time standard.

1.6.2 Noise ModellingAnalysis

Traffic Composition,Volume and Speed:

Traffic composition, volume and speed for each road link under different transportationalternatives are requiredfor estimatingtraffic generated noise levels. These traffic parametersare estimated by using the Strategic TransportModel of MMR. This model is alreadydiscussed earlier in this section.

Noise PredictionModel:

The US FederalHighway Administration (FHWA) model is used for predictingnoise levels at 30 m from the road central line due to each vehicle type (heavyand light) operatingon a road link. The composite noise effect of heavy and light vehicles operating on the road link is obtained by the logarithmic addition of noise levels predictedfor each vehicle type. The model considersthe effect of speed and noise absorptioncharacteristics of the site on traffic generatednoise levels. Lcq for heavy and light vehiclesis calculatedby usingthe followingmathematical expression.

Leqi (h)= Loei + 10Log (Ni/Si. T)+10log (15/d) 1 + a + 8s -13

where,

Leqi (h) = Leq for hours'h' for the i" vehicletype (heavyor light) Loei = referencemean sound levelfor the ith vehicletype Ni = numberof vehiclesof class 'i' passingduring time T througha particular roadsection Si averagespeed of the i" vehicleclass in km/h in the particularroad section T = durationfor whichLeq is desiredand must correspondto time for which NI is measured. d = perpendiculardistance in m from the centerlineof the t raffic lanesto the locationof the observer. a = factorrepresenting the adsorptioncharacteristics of the groundcover betweenthe roadwayand the observer. s= Shieldingfactor providedby noisebarriers.

31 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

The referencemean sound levels for heavyand light vehicles are shown in Figure 4.1.6. For Island City, the noise absorptioncharacteristics a is taken as 0.5 as the roads pass through high density built-up area. For other sub regions, a is taken as zero as major roads pass through open areas with a few exceptions. Other traffic parameters required to be input to the model are obtained from the Regional TransportModel.

The above noise predictionmodel is used to predict traffic noise for heavyand light vehiclesfor each road link at a distance of 30 rn from the centre of the road. The predicted noise levels for heavy and light vehicles are then added together logarithmically

The modellingexercise is repeatedfor each link of the four sub regions for all the relevant transportationalternatives, and results are processed to calculate TNI values to facilitate the comparisonof noise impacts across the sub regions and transportationalternatives.

Figure4.1.6 ReferenceMean Sound Levelfor Heavyand Light Vehicles

FIG.NO. 3.6.1 Reference Mt Sound Level for Heavy e nd Light Vehicles

100

e 60

~40 z 0 e 20

0 20 30 40 S0 60 70 80 90 100 SPEED(KMPH\

Noise impactsdue to traffic in an urbansetting with high density of housesare highly localized,and mainly concentratedalong road corridors. Hence, commuters and people living along major traffic corridors are the two populationgroups likely to be impactedby traffic noise. Traffic noise from the road / rail sectionspassing through green zones may also affect wildlife in these areas, but it is not consideredin the analysisfor lack of knowledgein this area.

32 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

The Traffic Noise Indicesdefined above are used to assesstraffic generatednoise impactson populationliving adjacent to major roads.

1.7 ECOLOGICALIMPACTS

Two types of ecological impacts, namely direct and development induced, are envisaged as a result of the implementationof rail and road projects under the specified transportationalternatives. Direct impacts result from the destructionof flora and fauna due to the construction of roads or railway lines. Since the introductionof roadsand railwaylines in a regionis knownto inducedevelopment in the area, hitherto virgin forests and wetlands could experience development pressure. The severityof direct or developmentinduced impacts on the ecological resourcesdepends on the extent and richness of these resourcesat the road/rail projectsites. In the MMR region,though there are ecologicallysensitive areas like mangroves,wetlands and forests, they are not unique in features and the threats posed by the transport and traffic related projects are not likely to cause any irreversible damage to the ecosystems. Moreover, the proposed MUTP - II encountersvery few ecologicallysensitive areas and adequatemitigative measures can be providedto almost completelymitigate the adverse impacts. There are no such rare and endangeredspecies along the project sites, which once lost, will be lost forever, causingirreversible damage to the ecosystem.The degreeof reversible impact caused by the transportand traffic relatedprojects on the ecosystemwould howevervary from option to option. In view of the above,the ecologicalimpacts of the alternativesare assessedat a qualitativelevel usingthe followingframework.

* Descriptionof locationand existingecological status of the ecologicallysensitive areasthrough which the relevantroad / rail link passes

* Qualitativedescription of directand developmentinduced impacts

* Mitigationmeasures to indicatethe extent to which adverse ecologicalimpacts could be alleviated.

1.7.1 Quantification of Ecological Impacts

In addition to providing qualitativeanalysis of ecological impacts, attempt is also made to quantify these impacts so that a comparisonof these impacts could be made across the proposedtransport alternatives. The rationaleused for quantifying ecologicalimpacts is as follows:

33 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

(i) Damageto an ecologicalarea due to a road/railalignment will be proportional to the area covered by road/rail segment in the ecologicallysensitive zone.

(ii) Damagewill be severeif the ecologicalarea or systemis of higherquality.

Further, becauseof the differencein the degree of importanceattached to natural and man-madeecological systems, the impactson these two types of systemsare consideredseparately. The ecologicalimpact on eachof the system is measuredby addingweighted areas of road/railalignments traversing through the system,where weights representthe quality of the system. Thus ecologicalimpact indices7or the two systemscan be expressedas follows:

El (natural) = Eli = I Wn,Ai

El(man-made)=E12 = E W1 j Aj Where, Wni = weight associatedwith or importancegiven to a natural ecological systemof class i

Wmj = weightassociated with or importancegiven to a man-madeecological systemof classj

Ai = Total area of road/railalignments intercepted by naturalecological systemsclassified into categoryi.

Aj = Total area of road/railalignment intercepted by man-madeecological systemsclassified into j th category.

Classification of ecological systems and weights assigned to these classes or categories are provided in Tables 4.1.5 and 4.1.6 for natural and man-made systems, respectively.Higher value of the weight indicates higher quality of the ecologicalarea, which is prone to more adverseimpacts due to a road/rail project. Thus, higher valuesof El representpotential for more adverseimpacts on ecological systems.

The proceduredescribed above for computingecological impact indicators(Eli and E12)is usedto quantifyecological impacts of the four transportoptions. The results are presentedin Section4.

34 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Table 4.1.5 Classificationof NaturalEcosystems and AssociatedWeights

Typeof Area Weight Naturalvegetation with high or moderatespecies diversity and tree canopy 4 covergreater than 60%

Naturalvegetation with high or moderatespecies diversity and tree canopy 3 coverbetween 30 to 60%

Scatteredtrees with 60% groundcover of herbs,grasses and bushes 2 (Speciesdiversity moderate to low)

Groundcover of naturalvegetation less than 60% or the degradationof 1 thearea is irreversible

Table4.1.6 Classificationfor AgriculturalLand Plantationsand AssociatedWeights

Type of Area Weight Agricultural land with 2 crops or plantationswith ground cover 3 greaterthan 60%

Agricultural land with crops or plantations and ground cover 2 between30 to 60%

Fallowagricultural land or plantationwith groundcover<30% 1

1.8 SOCIALIMPACT (LIMITED TO DISPLACEMENTOF PEOPLE)

The projects identified under various transport alternativescould give rise to wide range of social impacts as the implementationof some of these projects would requiredisplacement of householdsand commercialestablishments. The numberof householdsand commercialestablishments to be displacedprovide the measureof adverse social impacts due to the proposedprojects. Hence,for each sub region and eachtransportation alternative, number of

Appendix 4.2

ENVIRONMENTAL ANALYSIS OF THE TRANSPORT ALTERNATIVES

4.1 INTRODUCTION

The focus of this section is to apply the environmental analysis methodology presented in the previous section to the four transportation options. The analysis is carried out for the four sub regions viz. Island city. Western Suburbs, Eastern Suburbs and the Rest of MMR, Impacts on each sub region are discussed under four categories such as pollution (air quality, noise), ecological, social and transportation service related areas. The description on environmental impacts is preceded by a short description on traffic analysis as it provides inputs for predicting air quality and noise levels. All the impacts are summarised in a table for each sub region at the end of the sub section.

4.2 ISLAND CITY

The city covers an area of 68.71 square kms. The predominant land uses are residential and commercial, though some area is also under industrial use. The population growth rate has stabilized over the past two decades in the city. In fact, the last decade (1981 - 1991) registered 2.4 percent decrease in the population. As per 1991 census, the population in the area was 3.17 million with the gross population density of 46135 per sq. km.

Although population and employment seem to have stabilized in the city, the latter continues to have the concentration of commercial jobs. The vehicle ownership in Island City is also highest within MMR. Both these factors contribute to high levels of traffic congestion and low traffic speeds in this sub region. High congestion levels are also caused by the port oriented transport activities. There is conflict between pedestrian and vehicular traffic in the central part of the city, which creates unsafe conditions for the operation of traffic.

There is not much scope for widening" the roads or adding additional street links in Island City. Hence, the basic street network will remain at the existing level. Three programmatic level road projects i.e. ROB at Mahim, Flyover at Dadar and Dadar W Gyratory are likely to be implemented in the city by 2001.

Under some alternatives, the length of Eastern freeway may increase marginally. Under the high rail investment alternative 6 th corridor will be constructed between Wadala and Port market.

4.2.1 Traffic Analysis

The Regional Transport Model developed by WS Atkins for MMRDA was used to estimate traffic composition and speeds under various transport options in Island City. The results are provided in Table 4.2.1. The results indicate that traffic speeds would increase for the road investment option for the year 2011. The road investment option obviously shows bias toward privately owned vehicles. However, "vehicle kms by cars and two wheelers decrease slightly under the road investment option, which may be due to decline in the growth rate in Island City. Under the demand management option, private vehicle kilometers show decline as compared to the road investment option.

37 Table 4.2.1 Traffic Composition and Speeds under Various Options in Island City

Parameter Vehicle Type Year year 2011

Base Do Min Public Public Read Case Transport Transport + Investment Dem. Mgt _ Road Length (krms) 114.0 120.0 120.0 120.0 128.0 Peak hour Buses 12,088 13,046 13,046 14495 14,793 Veh.Hum Trucks 22,331 34,575 34,575 31118 31,676 Cars 122,331 123,394 122,763 100665 125,069 2 Wheelers 45,000 41,131 40,921 40921 41,690 3 Wheelers Nil Nil Nil Nil Nil Speed Buses 17.43 17.74 17.73 22.73 20.20 (kuph) Trucks 19.75 19.06 19.28 24.28 24.35 Private Vehicles 19.10 21.07 21.24 26.24 22.25

The road lengths shown in the table represent the length of the road links which significantly contribute to vehicle kilometers.

The traffic composition and speeds determined by the Regional Transport Model were used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels, respectively, for the transportation alternatives.

Some of the proposed road and rail projects pass through sensitive ecological areas. At some places, households and commercial establishments have to be displaced for the implementation of the proposed projects. Hence, ecological and social impacts of the projects also need to be assessed.

Air quality, noise, ecological and social impacts, and also the transportation service related impacts of the transportation alternatives are discussed in the following paragraphs.

4.2.2 Air Quality Impacts

Baseline Air Quality:

The baseline air quality (which particularly reflects vehicular pollution) for year 1995 was determined using air quality data monitored at 5 locations in Island City. These locations were CST station, near Murnbai Port Trust, Haji Ali, Dadar T.T. (Khodadad Circle) and Bhendi Bazaar. Pollutants monitored at these locations were sulfur dioxide, nitrogen oxides, carbon monoxide, total suspended particulate matter, PMio, lead and hydrocarbons. Measurements were taken for three or more consecutive days at each location and 24 hour average values were calculated for sulfur dioxide, nitrogen oxides, suspended particulate matter and PMio to enable the comparison of these values with their respective 24 hour average ambient air quality standards set up byCPCB and to determine quality indices associated with these concentrattons from the respective value function curves. For carbon monoxide, 8 hour and 1 hour averages values were calculated for comparison with the standards. One hour average values are used for determining the quality indices,

38 The air quality monitoring results are summarised in Table 4.2.2. These results show that the air quality in the city is very poor with respect to suspended particulate matter and PMio. Although, sulfur dioxide levels are in compliance with the air quality standards, the levels are higher at intersections with high traffic volumes. The similar trend is observed in case of nitrogen oxides .except at Dadar, where the NOx levels exceed the standards. CO levels monitored at all the sites are low except at Dadar and CST Station.

Table 4.2.2 Ambient Air Pollutant Concentrations in Island City

Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead Dioxide Oxides Monoxide Carbons ug/m3 ug/m3 ug/m3 uglm3 ug/m3 h (S (ppm) 8 hr l Hr

______A vg A vg _ _ _ CST Station 44.7 50.5 9.8 19.4 2.61 1133.0 379.0 0.17 Near Bombay 19.0 21.6 0.20 2.0 5.64 682.0 234.0 0.32 Port

Haji Ali 49.9 55.1 3.7 6.8 1.46 1110.0 272.0 0.31 Bhebdi Bazar 22.0 37.0 3.3 6.1 3.0 739.0 158.0 0.25 pritam Hotel NA NA 16.88 22.8 NA NA NA NA (Dedar T.T.)

Khareghat (Dadar NA NA 10.13 12.1 NA NA NA NA T.T.)

InDadarT.T. 56.3 93.8 NA NA 1.58 1105.0 255.35 0.65 Circule

NA Not Available

For the purpose of assessing baseline air quality, Island City was divided into square grids of size 2 x 2 sq.kms. each. The monitored data was used to estimate concentrations at the center of each square grid by using the weighted inverse square interpolation technique. Value function curves shown in the previous section were used to determine quality indices corresponding to (he baseline pollutant concentrations for each grid. Overall quality index for each pollutant in each of the four subregions was computed using the definition (or expression) provided in the previous section.

Air Dispersion Modelling Analysis:

As per the methodology discussed in the previous section. Roll Back Model was used to predict the concentrations of different pollutants and their respective quality indices (by using value functions) in all the grids of Island City. Forecasted population in various grids of Island City for the year 2011 was then used to predict the overall quality indices of the pollutants.

Figure 4.2.1 shows the overall quality index for various air pollutants in Island City. The figure indicates that quality indices for the air pollutants favor the Public Transport + Demand Management Option.

39 ft3. 4-2 !C=lty9 I'L &1T. A--P:ILtf el "= ^_ rn-idtrnddsr UiS-~~Cr 1i 2011 inhZax Ci : HJEwr vakws in6c f'ti-? apdofl

-. W Aoi- MnTrturt

OA4 '13 g | | |Pubr iTraP , *.De r , ,WcM_

0.2 . ItU RoadImrstneri

CO NOx Pb S02 PM-t0

4.2.3 Impact on Noise Levels

Island City has 143 major road links. Although the six transportation alternatives will not substantially alter the number of these road links or the total road length in the sub region, these alternatives are likely to affect traffic composition and vehicular speed on the roads, which subsequently will affect traffic noise levels. The traffic parameters required to be input to the noise prediction model were estimated by using the Regional Transport Model. The parameters were estimated for all the transportation options for years 1996, and 2011.

The US Federal Highway Administration (FHWA) model was used to predict noise levels at 30m distances from the road centerline for each road link in Island City for 1996, and 2011.

Traffic Noise Indicators (TNV for day-time and night-time were calculated to represent noise impacts on population living adjacent to road corridors for all the transportation options in Island City. The TNI values are shown in Table 4.2.3 and Figure 4.2.2.

Fir 4.2 Trdffc Noi, hdks hr .I'-,d .-;: urnderVariusOm 1e- in Isne c

~~~~~~~~~~~i Do _lutrnbr 4N X :: _ lTR . I

Traffic Noise Year 1996 Index Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. Mgt. TNI (day) 61.4 65.4 65.4 63.7 70.3

TNI (Night) 91.5 92.1 95 98.7 95.7

40 4.2.4 Impacts on Ecological Status

In Island city, three programmnaticlevel projects are identified to be implemented under the minimum intervention alternative. Under the Public Transport Option, 6th corridor will be constructed on the Central Railway between Wadala and Fort market. Since this railway alignment and programmatic level projects do not pass through any ecologically sensitive area, these project will not have any ecological impacts in the sub region.

4.2.5 Social Impacts (Limited to Displacement of People)

Island City has mixed land uses. Commercial activity in the city is very high. Pavements of the major roads are encroached by hawkers, which forces pedestrians to walk on the roads and compete with vehicular traffic for the road space.

Benefits

The obvious social benefits of the projects are improvement in traffic circulation, and subsequent reduction in traffic congestion and travel time. The three programmatic level road projects identified under the Do Minimum option, i.e. ROB at Mahim, Flyover at Dadar and Dadar W. Gyratory, aim at improving traffic circulation. The Wadala - Fort Market rail line is expected to partially relieve the eastern road corridors of the port related traffic burden.

Adverse Effects

During the construction phase, the projects will disrupt vehicular traffic. The commuters will have to use traffic diversions and spend more time travelling due to longer diversion routes and traffic congestion. This effect will however be of temporary nature being limited to construction period.

Visual obstructions due to flyovers and ROBs will impair aesthetics and reduce sea breeze. These impacts, however, will be highly localised.

Typically, approaches to the ROBs and flyovers are encroached by slums and hawkers and the construction of these projects lead to the displacement of people and relocation cost. However, displacement of people and their relocation are not involved for the projects identified for Island City.

4.2.6 Impact on Transportation

Both the rail and road pro)ects proposed under various alternatives are aimed at achieving various traffic objectives. Traffic Efficiency Index (TEV Road Congestion Index (TCI), and Railway Crowding Index (RCI) are the three indices used to represent transportation service level for overall comparison of the transport options. The values of these indices for Island City are given in Table 4.2.4. As indicated by the figure, the public transport option along with demand management provides better level of transportation service measured by TEl, TCI and RCI in Island City.

Table 4.2.5 summarizes the values of various environmental and service level indices in Island city. The favorable values of the indicators/indices are shaded for all the options in the table in an attempt to identify the best option.

41 Table 4.2.4 Transport Service Level Indicators for Various Options in Island City Service Level Year 1996 Indicators Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. MgLt. Traffic Efficiency 0.56 0.52 0.52 0.46 0.50 Index

Traffic Congstion 10.8 12.5 12.8 6.9 7.7 Index

Railway Crowding 2.186 2.186 1.078 1.078 2.186 Index

Table 4.2.5 Summary of Environmental Impacts for tbe Year 1996 and 2011 in Island City

SR ENVIRONEMNTALIMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATOR/INDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) +DEM.MGT. 1 CO Quality Index 0.946 0.974 0.974 0.980 0.975

2 S02 Quality Index 0.937 0.936 0.922 0.965 0.939

3 NOx Quality Index 0.726 0.899 0.891 0.935 0.899

4 Pb Quality Index 0.404 1.0 1.0 1.0 1.0

5 PM-10 Quality Index 0.063 0.054 0.056 0.090 0.055

6 Traffic Noise Indec (Day)-TNI 61.40 66.41 65.41 63.71 70.31 (day)

7 Traffic Noise Indec (Day)-TNI 91.48 92.07 95.03 98.73 95.73 (Night)

8 Ecological Impact Indicator 0 0 0 0 0.06 (Natural System) - El I 1~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 9 Ecological Impact Indicator 0 0 0 0 0 (Man-made System) - El 2

10 R & R Impacts (Number of house 0 0 0 0 0 holds displaced)

=__ SERVICE LEVEL INDICATORStINDICES 11 Traffic Efficiency Index 0.47 0.48 0.48 0.54 0.50

12 Traffic Efficiency Index 13.0 12.5 12.8 6.9 7.7

13 Railway Crowding Index 2.186 2.186 1.078 1.078 2.186

42 Note: (i) For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(ii) The most favourable index values are shown shaded in the above table.

It is clear from the above that Public Transport and Demand Management is the best option for the Island City.

4.3 WESTERN SUBURBS

4.3.1 Introduction

There are residential areas, forests and ecologically sensitive wetlands in this sub region. The sub regionis on the west of Mumbai and extends from Mahim in South to Bhayander in North. It covers an area of.210.34 sq.kms. The population growth rates in this sub region during 1971 - 1981 and 1981 - 1991 were 60 and 40.5 percent, respectively. The growth rate of the western suburbs has been very high compared to that of the eastern suburbs. The gross population density in this area during 1991 was 17,600 per square kilometer.

A number of projects have been envisaged to be taken up in this sub region under the transport alternatives. At present, the western suburb is served by two prominent north-south corridors i.e. S. V. Road and Western Express Highway. Even under the minimum intervention alternative (Do Minimum Option), vehicle kms are expected to increase significantly in this sub region. The three important projects to be implemented in the western suburbs under the 'Do Minimum' Option are Jogeshwari - Vikhroli link road, Juhu-Tara Road widening and ROB at Jogeshwari. One of these projects, Jogeshwari Vikhroli link road, has been partially implemented in 1995. The other important road projects identified for implementation under the road investment alternative include Western Relief road completion, Santacruz Chembur link road and Bandra - Worii bridge. The prominent projects identified under the Public Transport Option include quadrupling Borivali- Virar line, 5th line between Santa-cruz and Borivali, high level terminus at Bandra, quadrupling Mankhurd-Kurla, 6th corridor between Wadala and Fort market, 6th corridor Kurla-Bhandup and 6th corridor Andheri-Goregaon.

4.3.2 Traffic Analysis

The Regional Transport Model developed by WS Atkins for MMRDA has been used to estimate traffic composition and speeds under various transport alternatives. The results of the application of the Regional Transport Model are provided in Table 4.3.1. The traffic composition and speeds determined by using the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under different transport options.

43 Table 4.3.1 Traffic Composition and Speeds under Various Options in western Suburbs

Parameter Vehicle Type Year year 2011 1996 Base Do Min Public Public Read Case Transport Transport + Investment Dern MgL Road Length (kms) 114.0 120.0 120.0 120.0 128.0 Peak hour Buses 12,088 9,266 9266 9840 10477 Veh.Hum Trucks 22,331 28,305 28304 29371 292611 Cars 122.075 64,907 62581 67873 70716 2 Wheelers 45,000 56,319 76186 76186 86090 3 Wheelers 701110 114280 114280 129136 Speed Buses 17.43 19.20 19.50 19.40 20.20 (kmph) Trucks 19.75 25.00 25.40 24.90 26.30 Private Vehicles 19.10 24.00 24 22.0 25.20

4.3.3 Air Quality Impacts

Baseline Air Quality:

The baseline air quality (which particularly reflects vehicular pollution) for year 1996 was determined using air quality data monitored at 5 locations in Western Suburbs. These locations were Majas Bus Depot, Santacruz, * Goregaon, Borivali and Bhayander,. Except for Bhayander, pollutants monitored at these locations were sulfur dioxide, nitrogen oxides, carbon monoxide, total suspended particulate matter, PMio, lead and hydrocarbons. At Bhayander, only sulfur dioxide and nitrogen oxides concentrations were monitored. Mieasurements were taken up for three or more consecutive days at each location and 24 hour average values were calculated for all the pollutants monitored except for CO. For CO, 8 hourly and 1 hourly average values were determined. The averaging period of 24 or 8 hours was considered to allow the comparison of concentration values with their respective standards.

The air quality monitoring results are summarized in Table 4.3.2. These results show that the suspended particulate matter and PMio concentrations exceed the ambient air quality standards by a factor of 2 to 5. Other pollutant concentrations were in compliance with the standards except CO at Santacruz. At monitoring locations with high traff; ls, nitrogen oxide concentrations were found to be higher than the sites with medium traffic. ( monoxide levels were found low at all the monitoring locations. The concentrations monitoret. .A. the sub region .were used to estimate baseline concentrations for the square grids overlaying the entire sub region. These baseline pollutant concentration estimates were used to calculate baseline quality index for each air pollutant in the sub region.

44 Air DispersionModelling Analysis:

The Roll Back model developed for the sub region was used for estimating ambient air pollutant concentrations under different transportation alternatives. The estimated concentrations were used to calculate quality index for each pollutant and grid under the transportation alternatives for the year 2011. Using the procedure specified in Section 3, overall quality index for each pollutant is computed. Figure 4.3.1 shows the index values. These values except for 802 favour the Public Transport option.

Table 4.3.2 AmbientAir PollutantConcentrations in WesternSuburbs

Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead Dioxide Oxides Monoxide Carbons ug/m3 ug/m3 ug/m3 ug/m3 Ug/m3 (pm) (ppm) 8 hr l Hr

Avg Ave ______

Majas Bus Depot 29.2 30.9 0.81 1.2 1.4 725.0 249.0 0.31

Santa Cruz 30.6 24.3 3.6 9.7 1.85 463.0 155.0 0.1

Goregaon 35.7 46.5 0.8 1.3 1.78 554.0 184.0 0.35

Borivali 31.7 43.7 1.2 3.4 NA 227.6 159.0 0.08

Bhayander 19.2 22.3 1.3 3.1 NA 138.0 NA NA

NA: Not Available

1 - -__ ---- -" . Yew'1996)

E3P *,nm: _

0 Pihlc Trupait DmAV .~~~~~~~~~~~OII' _ 'D-s Tvuwt

0. co MGM Pb m P11410

45 4.3.4 Impact on Noise Levels

Western Suburbs has 66 major road links. New road links and widening of the existing roads are proposed under the transportation alternatives. These projects will result in the redistribution of traffic in the sub region and variation in noise levels under different alternatives. Noise levels for the transport options are predicted using the US Federal Highway Administration (FHWA) model, for which input parameters are obtained from the Regional Transport Model. The model predicted noise levels are used to Compute Traffic Noise Indices for day time and night time. These indices values for 2011 are shown in Table 4.3.3 and Fi2ure 4.3.2.

FR. W: 1NM4""bN"~ffV1eWW =.'md

.- " .D.~ ______V*__

Traffic Noise Year 1996 Index Base Year Year 2011 Do Min Public Public Road Transport Transport + Investinent Dem. Mgt. TNI (day) 51.7 69.5 69.5 71.1 70.4

TNI (Night) 86.4 94.2 98.8 96.3 93.8

4.3.5 Impacts on Ecological Status

The ecological impacts due to the transport alternatives are assessed on the basis of the impacts each individual project would have on ecologically sensitive land use in the sub region. The impacts of such projects are described qualitatively in the following paragraphs. The major projects (which are relevant from the view point of ecological impacts) envisaged to be taken up in the western suburbs are listed in Table 4.3.4. This table also presents. Ecological Indicators for natural and man-made systems, which were computed using the procedure described in Section 3.

4.3.5.1 Juhu-Tara Road Widening

Existing Land use and Ecological Status:

The existing road will pass through the coastal area. The coastal area along the road is sandy and at different stages of stability and land use. Pioneer grasses of saline sandy habitat have colonized in patches of this area. lpomoea biloba creeper, which is a sand binder, is common in the area. Salt tolerant or halophilic bushes, such as, Salvadora and Zizyphus are also commonly found in the area. Other plant species in the area include Xanthism, Calotropis (nitrophytes) and Ociumum,

46 Altemanthera =(calciphytes). These species are commonly found in human habitats. None of these plants are of any economic significance. Old palmyra palms cultivated by local villagers of the past may provide edible fruits, but are not of any commercial significance.

Impacts: Since there are no ecologically or commercially valuable species in the area, ecological impacts due to road construction/widening would be insignificant. However, coastal sand may encroach upon the road and create traffic hazard by creating slippery conditions.

Mitigation: Greenbelts should be developed along the road sections to prevent sand from spreading on the road. Trees or plants, which are salt tolerant and sand binders, should be planted on the western side (sea side) of the road. Along the eastern side, bushes and trees that can tolerate salt-laden winds should be relied upon.

47 Table 4.3.4 List of Projects and their Impact on Ecological System in Western Suburbs

Sr. Project Name Ecological Width In Wtg Length Do Public Public Road No Component/Importance meters (km) Min Transport Transport Investment +Dem.Mgt 1. Jogeshwari-vikhroli Link Nil 10 0 0 0 0 0 0

road ______2. Western Relief Road Marshy lands and degraded 18 1 1.5 0 0 0 1.5 mangroves 3. Juhu-Tara road widening Nil 0 0 0 0 0 0 0 4. Santacruz to Chembur Nil 0 0 0 0 0 0 0 5. Western Freeway Marine Ecology 10 1 2 0 0 0 0.02

6. Borivali-Virar Mangroves and Marshy land 15 3 1 0 0.045 0.045 0 ____ Quadrupling *1 *2 0 0.03 0.03 0 7. Bandra-Kurla Link Mangroves creek area 15 1 2.1 0 0.0315 0.0315 0 Total Natural Ecosystem 0 0.0765 0.0765 0.047 ______Manmade Ecosystem 0.03 0.03 0

Represents man-made systems Note: The score pf the affected ecological area = (weightage) x (affected area in sq.km) 4.3.5.2 Western Relief Road

Location:

This road is proposed to run along coastal areas of the western suburbs. The road is at different stages of development and involves the construction of new stretches of the road due to widening of the existing road .

Existing land use and Ecological status:

The proposed road passes through hutment of old residents and slums of recent origin. Old residents of the area have planted and maintained utility trees such as Tamarind, Palm, Mango, Bhendi, Drumsticks and Bor. Cultivation of radish and other vegetables is also practiced in the area. Soil in the area is saline as evidenced by several halophytic species such as Avicennia and Zizyphus. These species are, however, dying. Nitrophytes like castor, besharmi and ruderal plants are common near hunnent. Overall, the area has degraded appearance.

Impacts:

The construction of new stretches of the road or widening of the existing road will not result in loss of any important species. The project will involve the displacement of people living in hutment and slums, which is covered under social impacts. However, growth of slums along the newly constructed stretches of road could proliferate undesirable plant species in the area.

Mitigation:

Management of slums by concerned authorities should include addressing to sanitation and solid waste management problem of the slums. Green belts" should be cultivated for the stabilisation of sand, suppression of vehicular pollution and prevention of salt sprays from the sea to improve the environmental quality of the area.

4.3.5.3 Quadrupling Borivali - Virar Railway

Location:

The proposed railway link will be laid parallel to the existing Borivali -Virar rail link on its eastern flank.

Existing land use and Ecological status:

The rail track will pass through three types of environmental settings - railway stations lined with trees for shade and fruit; marshland with stagnant water and habitated by halophytes species such as salt tolerant grasses, bushes, scrub and mangroves; and raised ground, bunds and railway verges supporting growth of grass, nitrophytes (which grow in organically rich waste habitat) and calciphytes (which grow in rubble).

Mangrove habitats along the proposed track contain some important species. The protected mangrove Avacennia manna appears healthy with its height reaching 3 to 4 meters on the north bank of Ulhas creek. Other protected specie present in the same habitat is Excoecaria agallocha. There are other marshy areas which show degradation evidenced by stunted growth (im or less height) of Avicennia or its replacement by a spiny bush - Acanthus. Impacts:

Loss of some lowland along with its plants and ruderals, and raised ground with nitrophytes will not cause any significant impact as these plant species are of no commercial value. Moreover, these species are found in abundance in the area. However, some trees in mangrove habitats will be lost as a result of the laying down of track and installing stilts for bridge. Since vast areas of coastal land along the creek are occupied by the same plant community, loss of a few trees will not make any significant impact on the ecosystem.

Mitigation:

Minimal destruction of the existing habitat and protection of the remaining plants would ensure sustenance of the ecosystem in productive form.

4.3.5.4 Bandra - Kuria Rail Link

Existing land use and Ecological status:

The proposed rail line will pass through ecologically sensitive areas. Mahim bird sanctuary is very dose to the rail alignment. The alignment also passes through mangrove swamps.

Natural vegetation of mangrove habitat is found to be replaced by castor plants along the stretches of the proposed rail link. The emergence of waste loving castor plants is due to human excreta and other waste originating from slums in the area. These plants represent degraded mangrove habitat, which could be however restored to its natural vegetation by better management of the solid waste and making provision for sanitation in the area. Mangrove vegetation near Mahim bird sanctuary area is of ecological significance.

Impacts:

Laying of railway track through mangroves will have adverse effect on mangrove vegetation. The railway track is likely to attract slums along the rail route as has been the case for other rail routes in Brihan Mumbai. These dwellings without proper sanitation system will further contribute to the growth of castor plants, and hence, degradation of mangroves.

Mitigation:

Mitigation measures include rminimal removal of mangroves where necessary and protection of mangroves at other places: preventing coming up of slums along the rail route, and protecting rail track verge by greenery on slopes and trees at the base of the slopes. If an elevated rail track is provided, the impact on ecology will be insignificant.

Table 4.3.4 presents the potential ecological impacts, of the projects identified under various options quantitatively.

4.3.6 Social Impacts (Limited to Displacement of People)

The Western Suburbs have mixed land use, residential being predominant. Slums have come into existence along railway lines, along highways and in marshy lands. Slums and squatters exist along the stretches of Jogeshwari Vikhroli and Juhu - Tara road alignments. There are slums on the eastern approach of the Jogeshwari ROB. Many vendors and hawkers use the pavements of the major roads for vending. At places, there is encroachment of slums on roads in this sub region. Benefits

The construction of ROBs on Western Railway line will eliminate respective level crossings. These ROBs will facilitate the flow of heavy traffic between the eastern and western suburbs. Also, traffic congestion on cross roads will be reduced. Less number of interruptions in Western Railway service by eliminating level crossings is expected to increase the capacity of Western Railways.

The alleviation of traffic congestion will mainly benefit private vehicle owners as the latter are the main users of the western arteries leading to the city.

Adverse Effects

Approaches to Jogeshwari ROB on both sides of the rail line are occupied by people. Therefore, the construction of the ROB will involve relocation of some households. Some of the households to be displaced have been living in the area for the past 30 years, and are in the possession of permanent houses. These residents are from middle class families. Others, who are 10 to 15 year old residents, also have invested in housing. They are involved in vending. There are also construction labour and rag picker groups living in the area for 5 years or less. These people live in temporary accommodations, Apart from the usual problems associated with the displacement of people, these three groups may not accept a uniform compensation package.

Various road and rail projects identified for implementation under the transportation alternatives will require displacement of people living along some stretches of the road and rail alignments. Table 4.3.5 provides the number of households to be displaced for each project.

Mitigation

- Resettlement should be carried out concurrently with the project construction and completed within a specified time frame. This will avoid re-encroachment of the project sites. Also, rehabilitation of the displaced people within a specified time will provide some solace to the affected people, who might otherwise remain unsettled for a long time.

* A regional plan should be developed for Vasai - Virar region to facilitate balanced growth of the region with provision for adequate infrastructure facilities including water supply and transportation.

* In addition to providing transport linkages between Dahisar and Mira Road region, demand managementmeasures may have to be introduced to reduce congestion in the area. Table 4.3.5 Number of Households Displaced under different Options in Western Suburbs

Road/Rail Projects Do Min Public 1 Public Transport + Road Transport | Demand Management Investment Disp# Disp# J Disp# Disp# ROBs

ROB at Vile Parle Nil 1048 1048 NA ROB at Jogeshwari Nil 835 835 NA ROB at Kandivali Nil 246 246 NA ROB at Borivali 781 781 NA ROB at Dahisar Nil 9 9 NA Rail Projects

Quadrupling Borivali-Virar Nil 798 798 NA

5tb line Santacruz-Borivali Nil Not Not Available NA Available Bandra-Kurla Link] Nil 750 750

Road Projects

Jpgeshwari-Vikhrolilink road 1164 1164 1164 1164

Juhu-Tara road widening Nil Nil Nil Nil Santracruz-ChemburLink road Nil NA NA Not Available Western relief road Nil NA NA 588

Total # of displaced H.H. 1164 5631 5631 1752 and R &R cost - 5631 5631_____ NA: Not Applicable

4.3.7 Impacts on Transportation

Traffic Efficiency Index (TEI), Road Traffic Congestion Index (TCI) and Railway Crowding Index (RCI) are computed for the sub region in accordance with the definitions provided in Section 3. The values of these - indices are provided in Table 4.3.6.

Table 4.3.7 summarises values of alt environmental and transport service level indicator/indices reesenting impacts for year 2011. The favourable values of the indicators/indices are shaded for alt the options in the table in an attempt to identify the desirable or preferred option. Table 4.3.6 Transport Service Level Indicators for Various Options in Western Suburbs Service Level Year 1996 Indicators Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. Mgt Traffic Efficiency 0.39 0.43 0.43 0.46 0.44 Index (TEI)

Traffic Congestion 8.4 12.3 12.3 13.9 9.2 Index (TCI)

Railway Crowding 2.278 2.278 1.368 1.368 2.278 Index (RCI) I I I I

Table 4.3.7 Summary of Environmental Impacts for the Year 1996 and 2011 in Western Suburbs SR ENVIRONEMNTALIMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATORIINDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) 1 +DEM.MGT. 1 CO Quality Index 0.514 0.0956 0.959 0.954 0.890

2 S02 Quality Index 0.979 0.967 0.069 0.966 0.938

3 NOx Quality Index 0.703 0.851 0.859 0.846 0.770

4 Pb Quality Index 0.614 1.0 1.0 1.0 1.0

5 PM-10 Quality Index 0.066 0.008 0.016 0.012 0.002

6 Traffic Noise Indec (Day)-TNI 51.75 69.54 69.54 71.13 70.44 (day)

7 Traffic Noise Indec (Day)-TNI 86.42 94.20 98.84 93.2 93.76 (Night)

8 Ecological Impact Indicator 0 0 0.0765 0.0765 0.047 (Natural System) - El 1

9 Ecological Impact Indicator 0 0 0.03 0.03 0 (Man-made System) - EI 2

10 R & R Impacts (Number of 0 1164 5631 5631 1752 house holds displaced)

SERVICE LEVEL INDICATORS/INDICES _ 11 Traffic Efficiency Index 0.482 0.566 0.575 0.542 0.559

12 Traffic Efficiency Index 16.9 12.33 12.33 13.86 9.2

13 Railway Crowding Index 2.278 2.278 1.368 1.368 2.278 Note: (i) For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(iii) The most favorable index values are shown shaded in the above table.

It is ckarfrom the above that Public Transport is the bestfor Western Suburbs.

4.4 EASTERN SUBURBS

4.4.1 Introduction

The eastern suburbs of Brihan Mumbai has both residential and industrial land uses. The residential areas are densely populated. The sub region extends from Sion in South to Mulund in North. The area covered by the sub region is 158.66 sq.kms.

At present, this sub region is served by two highway corridors i.e. the LBS Marg and Eastern Express Highway. Various road and rail projects are envisaged for this sub region under the transport alternatives. The minimum intervention or 'Do Minimum' option identifies Jogeshwari - Vikhroli link road for implementation. Apart from various programmatic level projects, the major projects proposed under the rail investment option are Bandra - Kuria rail link and the construction of the 6 th rail corridor between Kurla and Bhandup. The major road projects identified under the road investment option are Anik Panjarpole link, Santacruz - Chembur link and the extension of Eastern Expressway.

4.4.2 Traffic Analysis

The traffic composition and speed estimates under the six transport alternatives have been obtained by using the Regional Transport Model. The model results are shown in Table 4.4.1. These results indicate improvement in traffic speed for the road Option. It is also apparent from the table that vehicle kms for private transportation modes are less for the rail investment option as opposed to the road investment option for the year 2011.

The traffic composition and speeds determined by the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under the transport alternatives.

Some of the proposed road and rail projects will pass through sensitive ecological areas and/or involve the displacement of people . For these projects, ecological and/or social impacts are considered. Table 4.4.1: Traffic Composition and Speeds Under Various Options in Eastern Suburbs

Parameter Vehicle Type Year year 2011 1996 Base Do Min Public Public Read Case Transport Transport + Investment Dem. Mgt. Road Length (kms) 102.0 108.0 108.0 108 116.0 Peak hour Buses 6566 11572 11516 12437 12269 Veh. kms Trucks 31720 55652 55176 59590 52965 Cars 57820 110301 92930 103152 95537 2 Wheelers 33844 73755 62140 68354 91788 3 Wheelers 30745 54693 46079 50686 61192 Speed Buses 18.0 15.7 16.2 16.0 17.7 (kmph) Trucks 24.1 19.8 20.5 19.7 22.7 Private Vehicles 22.5 17.5 19.0 19.0 20.7

4.4.3 Air Quality Impacts

Baseline Air Quality:

The baseline air quality was determined by using air quality data monitored at 6 locations in Eastern Suburbs in 1996. These locations are Larsen and Turbo (Powai), Gandhi Nagar, Vikhroli station, Panjarpole (Chembur), Vashi Naka (near RCF) and MCBM ward (Mulund). Carbon monoxide, hydrocarbons, total suspended particulate matter, PM10 and lead concentrations were monitored at these locations. At Gandhi Nagar, Vikhroli and Mulund, sulfur dioxide and nitrogen oxide levels were also monitored. The monitoring was carried out for three or more consecutive days. The monitoring sites covered road intersections, straight road sections and bus depots representing heavy and moderate traffic conditions.

The air quality monitoring results are summarized in Table 4.4.2. The results indicate that lead levels in this sub region are higher as compared to other sub regions. In fact, the 24 hour average ambient lead standard set up by the CPCB is violated at Vashi Naka and except at Vikhroli station, the CO values in all the rest of the locations have crossed the standards. Suspended particulate matter and PMio concentrations exceed the ambient air quality standards at all the monitoring locations. Other pollutant concentrations are in compliance with the standards.

The pollutant concentrations measured at various locations in the sub region were used to estimate concentrations at the square grids overlaying the sub region. Overall quality index-for each pollutant is determined using the estimated concentrations for the grids and the respective value function curves. Table 4.4.2 Ambient Air Pollutant Concentrations in Eastern Suburbs

Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead Dioxide Oxides Monoxide Carbons ug/m3 ug/m3 ug/m3 ugtm3 ugtm3 (pm) (ppm) 8 hr 1 Hr

______vg Avg _ _ _ _ Larsen & Turbo N.A N.A 3.3 4.3 1.23 916.4 222.13 0.71

Gandhi Nagar 28.0 19.0 4.1 5.0 2.33 1099.0 249.0 0.31

Vikhroli Station 32.5 47.1 1.0 2.7 1.5 838.0 160.0 0.27

Panjarpole N.A N.A 2.0 5.4 1.17 1305.0 449.0 0.85 Chembur

VAshi Naka N.A N.a 5.2 7.5 1.19 1663.0 591.0 1.18 (near RCF)

BMC ward 35.2 44.7 0 0 1.6 332.0 63.4 0.14 Mulund I_= I_I_I

Air Dispersion Modelling Analysis:

The Roll Back model developed for the sub region was used to estimate pollutant concentrations under different transport options. The model estimated pollutant concentrations were used to determine quality index tor each grid under various options for the year 2011. These quality indices determined for the various grids of the subregion were combined to provide overall quality index tor each pollutant. The values of the indices for the concerned air pollutants favour the Public Transport option as shown in Figure 4.4.1.

idWMrV4bJep . b " h) 800=

EDoWftmh* DPW&ITran_

0PtMTmnupW + Dun.W

IX2 O~~~~~~~~Radhwmwtm

CO NdOx P 0 U1

4.4.4 Impact on Noise Levels

There .are 27 major road links in Eastem Suburbs. New road links and widening of the existing roads proposed under the transportation options will redistribute traffic in the sub region and hence give rise to variations in traffic generated noise under the options. The US Federal Highway Administration (FHWA) model was used to predict noise levels for different options or alternatives for years 1996 and 2011.

The noise values predicted for the transportation links were used to calculate Traffic Noise Indices TNI (day) and TNI (night).

The values for TNI (day) and TNI (night) are presented in Table 4.4.3 and Figure 4.4.2. TNI night time values are found to be the highest for the "Public Transport + Demand Management" Option. 4A. : ft Nsh bdkm f YeM gN

hVsups.. ., ... b bm *Dobs

Insert Fig 4.4.2 gOFi.poIt P

G PubicTnmipar.

o. .~ .39g . W

Table 4.4.3 Traffic Noise Indices for Various Options In Eastern Suburbs

Traffic Noise Year 1996 Index Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. Mgt. TNI (day) 79 74.8 90 90.8 88.6

TNI (Night) 94.4 100 63.2 68.8 100

4.4.5 Impacts on Ecological Status

The ecological impacts due to the transport alternatives are assessed on the basis of the impacts that each individual project would have on ecologically sensitive land use in the sub region. These impacts are discussed qualitatively in the following sub sections. Attempt is also made to quantify these impacts using the methodology described in Section 3. Table 4.4.4 lists the relevant projects identified for implementation under different transport alternatives in the eastern suburbs and also provides values of ecological indicators.

4.4.5.1 Jogeshwari - Vikhroli link road

Location:

This road is of significance as it provides important link between the western and eastern suburbs. The road connects Western Express Highway and Lal" Bahadur Shastri Marg. At present, construction work for widening the road into 4 lane highway is in progress. Existing land use and Ecological status:

The road passes through various types of land uses, which include industries, hutment, often of vintage nature, (old villages) and residential complexes. There is some commercial activity also along the sections of this road. A stretch of this road, from Powai Naka (L&T) to IIT, is along Powai Lake. The road end joining LB Marg is close to quarries. The area which is critical from ecological considerations is Powai Lake.

Powai Lake provides serene aesthetic setting to the surrounding area. However, the lake is shrinking fast due to eutrophication caused by siltation due to construction activities and rapid development of the area. Significant measures, ranging from cleaning of weeds and control of pollutants reaching the lake, are required to restore the lake to its normalcy.

Impacts:

Construction for widening the road along the lake could result in further siltation of the lake due to runoff water reaching the lake during construction. This impact could be particularly significant, if construction phase is prolonged. However, this effect will be considerably reduced during the operation phase of the project.

There are already some motor garages operating along this road. The number of such garages is likely to increase as a result of demand due to increased truck traffic. Wash waters from these garages containing oil could also reach the lake if proper care is not taken. Dust generated by heavy vehicle traffic may adversely impact vegetation, which has now remained confined to IIT campus and few road side trees, due to its deposition on the leaves. Better communication provided by the road may induce further growth around the lake area, and result in more deterioration of the lake.

Mitigation:

Trees should be planted along the road to enhance aesthetics, reduce sediment load on Powai Lake by filtering surface runoff and suppress vehicular pollution.

4.4.5.2 Anik - Panjarpole Road

Location:

The proposed new road connects Sewri, Anik and l'anjarpole white passing through the MPT estate.

Existing land use and Ecological status:

The road passes through hutment, mudflats, shallow and stagnant saline water bodies, active and abandoned salt pans, grassland and private lands. The latter are at different stages of development. Of these, ecologically critical land uses are mudflats and mangrove vegetation. The section of the road from Anik to Panjarpole passes through intensively urbanized area of high population and traffic density. No semblance of natural environment exists along this stretch of the road. Table 4.4.4 List of Projects and their Impact on Ecological System In Western Suburbs

Sr. Project Name Ecological Width In Wtg Length Do Public Public Road No Component/lmportance meters (km) Min Transport Transport Investment ______+Den. Mgt 1. Jogeshwari-Vikhroli Powar lake 10 I 0.5 km 0.005 0.005 0.005 0.005 Link road 2. Anik to Panjarpolie Salt pans, Mangroves, 20 1 0.1 0 0 0 0.002 commercial plantations * 1 0.5 0 0 0 0.01 3 0.05* 0 0 0 0.003* 3. Santacruz to Chembur Nil 0 0 0 0 0 0 0

4. Bandra-Kurla Link Nil 0 0 0 0 0 0 0

5. Quadrupling Mankhurd- Mangrove swamps 15 1 2 km 0 0.03 0.03 0 Kurla Total Natural Ecological system 0.005 0.035 0.35 0.017 Manmade Ecological system 0 0 0 0.003

* Manmade Ecological systems Note: Score are worked out based on (Area Affected in sq.km) x (weightage) Mangrove species found in the wetlands include Avicennia marina, Salvadora, Persica, Excoecaria agallocha, Suaeda floribund and Sensvium Partulacastrum. Mudflats are bound by two bunds. The broad bund is occupied by grasses. About three to four species of birds were frequently seen in this area.

Impacts:

The construction of this major road link in the area would result in irreversible loss of mangroves and bird habitat. High noise levels resulting from the increased traffic will further frighten birds away from their habitat. There is enough scope for compensating the loss of mangroves and bird habitat. Hence, ecological impacts of this road can be minimized.

Mitigation:

Adverse effects due to loss of mangroves may be alleviated to a large extent by intensive cultivation of mangroves along both sides of the road up to about 50 meters from the road edges.

4.4.6 Social Impacts (Limited to Displacenent of People)

The eastern suburbs, like its western counterpart, has mixed land use. Slums form a sizeable housing component in the c.-stern suburbs. Slums are especially seen along railway lines; near the approaches to railway stations such as Kurla, Ghatkopar, Vikhroli; on low lands along highway; and on hill slopes. Many vendors and hawkers use the pavements of the major roads for vending. At places, there is encroachment of slums on roads in this sub region.

Benefits

The construction of ROBs on Eastern Railway line will eliminate level crossings and help in better traffic circulation. Also, the capacity of Eastern Railway service would increase because of less interruptions due to the elimination of level crossings.

A number of road and rail projects have been identified under the transport alternatives with the objective of improving traffic flow between the western and eastern suburbs. These projects are: Jogeshwari - Vikhroli link road, Santacruz - Chembur link road and Bandra - Kurta rail link. These roads and rail links are expected to increase the efficiency of transportation system between the two sub regions. Jogeshwari - Vikhroli link road will help in smooth transportation of industrial goods between the two sub regions. Similarly, new rail links will also smoothen traffic flow and benefit commuters.

Adverse Effects

Approaches, to Chunabhatti and Vikhroli 'ROBs are occupied by slums. Therefore, the construction of the ROBs will involve relocation of some households.

Jogeshwari - Vikhroli link road passes through open space (near Vikhroli), which is probably owned by industr . Due to better road link, the open space may be developed for industrial or residential use. This -luced development would lead to traffic load on the sad. Better transport link provided by Mankhurd - Kuria quadrupling may promote residential growth in Mankhurd marshes and Thane creek area. This development is not desirable, and is in conflict with the regional plan.

Various road and rail projects identified for implementation in this sub region under the transportation alternatives will require displacement of people living at some stretches of the road and rail alignments. Some commercial establishments will also have to be displaced. Table 4.4.5 provides the number of households to be displaced for each project. Mitigation

* Resettlement should be carried out concurrently with the project construction and completed within a specified time frame. This will avoid re-encroachment of the project sites. Also, rehabilitation of the displaced people within a specified time wilt provide some solace to these people. Services of NGOs should be sought for smooth resettlement operations.

* Provisions should be made for the permanent settlement of the displaced commercial establishments.

Table 4.4.5 Number of Households Displaced under Different Options in Eastern Suburbs

Road/Rail Projects Do Min Public Public Transport + Road Investment Transport Demand Management Disp Disp Disp# Disp# ROBs on Eastern Railway

ROB at Kurla Not Applicable N.A Not Applicable ROB at Vishroli Not Applicable 184 Not Applicable ROB at Chunnabhati Not Applicable 76 Not Applicable Rail Projects

Bandra-Kurla Link Not Applicable 750 Not Applicable

6d1corridor Kurla-Bhandup Not Applicable N.A Not Applicable Quadrupling Makhurd- Not Applicable N.A Not Applicable Kurla

Road Projects

Jpgeshwari-Vikhroli link Nil Nil Nil Nil road

Anik-Panjarpole& Sion- Not Applicable Nil Nil 7456 Chembur link road

Santracruz-Chembur Link Not Applicable N.A N.A N.A road Eastern Freeway Extension Not Applicable

Total # of displaced H.H. 0 1010 1010 7456 and R& R cost

N.A.: Not Available 4.4.7 Impacts on Transportation

Table 4A.6 show Traffic Efficiency Index (TEI), Traffic Congestion Index (TCI) and Railway Crowding Index (RCI) computed for the year 2011 in accordance with their definitions given in Section 3.

All indicator/index values for the eastern sub region are summarized in Table 4.4.7. The favorable values of the indicators/indices are shaded for all the options in the Table in an attempt to identify the desired option.

Table 4.4.6 Transport Service Level Indicators for Various Options in Eastern Suburbs

Service Level Year 1996 Indicators Base Year Year 2011 Do Min Public Public Road Transport Transport + Investment Dem. Mgt Traffic Efficiency 0.49 0.52 0.51 0.51 0.49 Index (TEI)

Traffic Congestion 10.2 20.66 16.88 22.53 13.3 Index (TCI)

Railway Crowding 1.736 1.736 1.568 1.568 1.736 Index (RCI)

4.5 REST OF MMR

4.5.1 Introduction

Rest of MMR comprises the area outside the Brihan Mumbai. Besides possessing natural features like forests and wetlands, the land uses in this sub region cover residential, industrial and agricultural activities. This sub region has 38 urban centres dispersed over an area of 3991 sq.km. The region also has three municipal corporations. The significant urban areas in the sub region are Navi Mumbai, Thane, Kalyan and Bhiwandi. There are other urban centres such as Dombivali, Ulhasnagar and Panvet, which serve as dormitory towns for Brihan Mumbai. As per 1991 census, population in this sub region was 4.6 millions with the population density as low as 3000 per sq." km.

A large number of road and rail projects are envisaged for this sub region under the transport alternatives. The minimum intervention alternative or "Do Minimum" case focuses on the improvement of existing roads and implementation of three rail projects i.e. Belapur Panvel line, Vashi - Turbhe Kalwa passenger service and Belapur-Uran line. Under the rail investment option, Diva Jet - Vasai rail link and quadrupling of Mankhurd - Kurta link are identified for implementation. The major road projects identified for implementation under the road investment alternative are Bhiwandi - Kalyan & Kalyan - Shil road. Thane - Ghodbunder Road, Panvel Bypass, Mahape - Shil road, Kalwa - Dighe Road and Nalasopara-Bhiwandi road. Some of these proposed road and rail alignments pass through ecologically sensitive areas. Table 4A.7 Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs

SR ENVIRONEMNTALIMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATOR/INDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) +DEM.MGT. 1 CO Quality Index 0.590 0.953 0.956 0.946 0.710

2 S02 Quality Index 0.980 0.973 0.972 0.971 0.884

3 NOx Quality Index 0.703 0.852 0.856 0.844 0.645

4 Pb Quality Index 0.732 1.0 1.0 1.0 1.0

5 PM-10 Quality Index 0.078 0.057 0.049 0.053 0.010

6 Traffic Noise Index (Day)-TNI 79.02 90.02 90.02 90.81 88.65 (day)

7 Traffic Noise Index (Day)-TNI 94.41 100 100 100 100 (Night)

8 Ecological Impact Indicator 0 0.005 0.035 0.035 0.017 (Natural System) - El I

9 Ecological Impact Indicator 0 0 0 0 0.003 (Man-made System) - El 2

10 R & R Impacts (Number of 0 0 1010 1010 7456 house holds displaced)

SERVICE LEVEL INDICATORS/INDICES ____X 11 Traffic Efficiency Index 0.32 | 0.48 0.49 0.49 0.52

12 Traffic Efficiency Index 25.7 20.66 16.88 16.88 13.3

13 Railway Crowding Index 1.736 1.736 1.568 1.568 1.736

Note: (i) For Indicators/Indices at - Sr.No. 1 to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(iv) The most favorable index values are shown shaded in the above table.

Do minimum is the best option in Easter Suburbs closely followed by Public Transport option.

4.5.2 Traffic Analysis The Regional Transport Model developed for MMRDA by WS Atkins was used for estimating traffic composition and speeds under different transport alternatives . The modelling results are depicted in Table 4.5.1. These results indicate considerable increase in vehicle kms for all the alternatives for the year 2011. The traffic composition and speeds obtained from the Regional Transport Model have been used as inputs to the air quality and noise models for predicting vehicular pollutant concentrations and traffic noise levels under the proposed transport alternatives

Table 4.5.1 Traffic Composition and Speeds Under Various Options in Rest of MMR

Parameter Vehicle Type Year year 2011

1996 ______Base Do Min Public Public Read Case Transport Transport+ Investment Dem. Mgt. Road Length (kuns) 591.o 528 530 530 602 Peak hour Buses 7515 10651 10707 10707 14684 Veh.Hum Trucks 50782 105642 106118 106118 105805 Cars 52803 123102 119007 116627 136192 2 Wheelers 133396 326219 300528 294517 343722 3 Wheelers 88375 160032 147429 147429 168619 Speed Buses 20.8 16.98 17.38 17.38 20.02 (kmph) Trucks 22.8 17.94 18.48 18.48 20.84 Private Vehicles 20.0 14.76 15.58 15.58 18.88

4.5.3 Air Quality Impacts

Baseline Air Quality:

The baseline air quality was determined by using air quality data monitored at 5 locations in the Rest of MMR. These locations are Thane Manpada, Owala, Cherina River Bridge, CBD Belapur and Virar. Carbon monoxide, * hydrocarbons, total suspended particulate matter, PM1O and lead concentrations were monitored at these locations except for Virar. At Virar, sulfur dioxide, nitrogen oxides, and particulate matter levels were monitored. The monitoring was carried out for three or more consecutive days. Virar was the only site with light traffic. '

The air quality monitoring results are summarised in Table 4.5.2. The results indicate the violation of suspended particulate matter and PMio standards at Thane Manpada, Owala and Chenna River Bridge. CO levels at all the monitoring stations are well within the standard except at Thane Manpada. Table 4.5.2 Ambient Air Pollutant Concentrations in Rest of MMR

Location Sulfur Nitrogen Carbon Hydro- TSPM PM10 Lead Dioxide Oxides Monoxide Carbons ug/m3 ug/m3 ug/m3 ug/m3 ug/m3 (P m) (ppm) 8 hr lHr Avg Avg Thane Manpuda 18.3 26.8 3.0 4.8 0.93 1065.0 232.0 0.55

Owala 14 16.3 0.8 3.3 0.75 826.0 171.0 0.59

Chenna River 17 23 1.6 2.5 0.82 970.0 146.0 0.29 Bridege

CBD Belapur N.A N.A 0 0 1.27 264.0 83.0 0.07

Virar 19.1 20.5 N.A N.A N.A 150.0 N A N.A

N.A. Not Available

The pollutant concentrations measured at various locations in the sub region were used to estimate concentrations in square grid by using the weighted inverse square interpolation technique. Quality indices corresponding to the concentration estimates were found using value function curves. Overall quality index for each pollutant was then computed for the sub region.

Air Dispersion Modelling Analysis:

The Roll Back model was used to predict ambient pollutant concentrations for the transportation alternatives using emissions estimated for the year 2011. The estimated concentrations were used.to calculate quality indices for each pollutant and for each grid. These values along with the exposed population of the grids were used to compute overall quality index for each pollutant which is shown in Figure 4.5.1.

~.451rohESAk __ m_ w Insert I __ _wtin i _

. T.OPiicTport 0.4 .. ¢: ; . . S .m = N~PxbIc Tmpout + D4Lh

0 *~~~~~~~~~~~~aRoa.dhwasost 0CO 1 Pb M02 PM-O

4.5.4 Impact on Noise Levels

New road links and widening of the existing roads proposed under the, transportation alternatives in the rest of MNR will result in redistribution of traffic in the sub region, and therefore, variation in traffic noise. The traffic parameters required to be input to the noise prediction model were estimated by using the Regional Transport Model,

The US Federal Highway Administration (FHWA) model was used to predict noise levels for each road link in the Rest of MMR. The model estimates noise values are used to estimate TNI - (day) and TNI - (night) indices. These values are presented in Table 4.5.3 and Figure 4.5.2.

PI&4iA2 Tus NuWbWwfr9 Yew - d NOWmi

Insert Fig4 - Laww YdM Wkd wasP

TrafficYear 1396r Noise

T M(day)30.449 495.Ro1 _ 44 _ W ~ ~ ~ ~ ~ ~ ~ _ Table 4.55E3 Trafflp Noise Indices for Various Options In Rest of MMR

Trafoic Noise Year 1996 Index Basei Year YeSar2011 Do Min Public Public Road Transport Transport + Investment _ ~~~~DenmMgt. TNI (day) 30.4 49 49 50.1 44

TNI (Night) 60.3 83.4 83 27.7 80.2

4.5.5 Ecological Impacts

Many road and rail projects identified for implementation under the six transport alternatives pass through ecologically sensitive areas in this sub region. These impacts are described qualitatively in the following paragraphs. However, an attempt is also made to quantify these impacts in accordance with the procedure given in Section - 3.

4.5.5.1 Shil - Kalyan Road and Kalyan - Bhivandi Road

Location:

These two roads are actually two parts of the same road. These roads are already in service.

Existing land use and Ecological status:

Land use along the existing roads represents total degradation and negligence of the local ecosystem. Considering that these roads pass through country side, lack of trees along the roads is conspicuous. Pangara,Babbul, Morinda and Zizyphusscrub are the only trees seen in the area adjacent to the roads. Three of these species are without any significant shade. Ruderals like Xauthium, Hyptis, Besharmis and Castor are common in the area. A better variety of cultivated trees - Mango, Neem, Bor, Banyan. Bhendi and Subabul are seen in Shil.

Impacts:

Development of this road system cannot further degrade the area which is already at its worst. In fact, remedial measures for improving the ecosystem tied to the construction of the roads may improve the surrounding environment.

Mitigation:

Mitigation measures should focus on intensive cultivation of green belts along roads and their maintenance tied up with the road construction contracts.

45.5.2 Thane - Ghodbunder Road

Location:

This is an existing old road which is being developed to enhance its traffic carrying capacity. This road is located at north of MMR connecting Thane and Ghodbunder.

Existing land use and Ecological Status:

The road passes along the coastal areas of Ulhas creek and through mixed deciduous forest.

The coastal and forest ecosystems are fairly well preserved in the areas which are marshy and hilly. Mangrove vegetation in the area is reported to be rich with as many as 9 'protected' species. Though not protected, Pandannus tectorins (which is not commonly found along sea coasts) is also found along the road side. Various activities seen along the road include dredging and paddy cultivation. There is also some tourist activity in the area.

Mixed deciduous forest of the region is known for its rich diversity of flowering plants with more than 300 species reported. Several evergreen species common to deep Western Ghats are also reported to be found in this area. Holarrhena antidysenterica, Pogostemon, Argyreia, Tinospora, Gymnema Hemidesmus, Dioscorea are some of the numerous medically important species present in the forest.

Impacts:

Both wetland and forest ecosystem in the area are prone to degradation due to human activities. Road widening is bound to result in the loss of some such trees as Pandanns, Argyreia and Holarrhena. The reclamation of marshy area for road widening will also result in the loss of mangrove vegetation. However, direct loss of vegetation in the forest and marshy areas will be a small portion of the total vegetation in the area. Hence, the resulting impact will only be marginally significant. Also road widening will not result in the loss of threatened or protected species.

It is possible that cutting of trees, leveling of parts of hills and reclamation of coastal marsh land for road-widening would attract more people to stay along the road as is already happening at Thane end of the road. This induced development could significantly deteriorate both wet land and forest ecosystems in the area. Pollution due to increased vehicular traffic may also affect the local vegetation. Mitigation:

Apart from trees which need to be cut, other vegetation should be protected during the road widening operation. The cut edges of hills should be stabilized and protected. Local forest species should be encouraged to grow or even planted along the road side open spaces. Development of industries and housing should be prevented in areas where it does not exist at present.

4.5.53 Panvel Byepass Road

Location:

This road starts at Kalamboli and passes behind Panvel town to meet Goa road. The road is already in service for the past couple of years and road widening is taking place at present.

Exsting land use and Ecological status:

The road passes through agricultural lands, villages, shallow marsh lands and hills. The hills are heavily degraded and devoid of any forest. Marsh lands are also not in a healthy state.

Impacts:

Cutting of the hills for the road construction is the major irreversible change. Laying of road in marsh lands will be of significant consequence from the view point of ecological implications. The commissioning of the Bypass three years back has not contributed towards the growth in the area, and in future also, the growth seems to be unlikely.

Mitigation:

Mitigation measures include cultivation of slopes of the elevated road with bushes and small trees: and regeneration of marsh lands that appear dried up at present.

4:5.5.4 Panvel to Shil Road

Location:

This is an old road with heavy vehicular traffic. The project aims at improving the old road by widening and resurfacfng it.

Existing land use and Ecological status:

The road passes through several agricultural villages in Katamboli area and a large number of industrial establishments at new Panvel and Taloja. It also passes through agricultural lands and unproductive marsh lands. There are some stagnant water bodies along the road that support weeds. The pools and puddles along the road side are hardly productive. Some cranes are noticed visiting the wetland. Agricultural fields are either fallow or have paddy cultivation. Some brick kilns are also seen along the road.

Impacts:

Road widening of the existing road will not have any significant ecological impacts. However, the modification of the road may lead to further increase in vehicular traffic and its subsequent effects. Mitigation:

Development of greenbelts is suggested to improve the road aesthetics and screen villages along road side from pollution. There is ample space available along the road side for this purpose.

4.5.5.5 Nalasopara - Bhiwandi Road and Virar - Vasai to NHs Connector

Location:

These two road systems are considered together as Virar is connected to Vasai via Nalasopara. Bhivandi is connected to Nalasopara via Kaman. Thus, the proposed road runs from Virar to Vasai via Nalasopara along the western flank of Western Railway and then from Vasai to NH8 via Navghar - Manikpur - Sativali. The existing road between Virar and Vasai is a narrow road feeding only to the green and residential areas. Roads leading to railway stations carry heavy traffic during peak hours.

Existing land use and Ecological status:

The proposed system of roads passes through greenery of banana, coconut, arecanut plantation: tiny houses and their ornamental gardens. The road passes along Nirmal lake - a rich wetland, salt pans, hills, quarries and brick kilns. Between Chinchoti to Bhivandi, there are numerous large scale brick kilns. At Kalwa, large hill sides have been cut off by quarries.

Mixed deciduous forests, cultivated areas (orchards) and the lake represent rich environmental resources along the road; whereas salt pans, brick kilns and quarried hills are the sights of degraded to highly degraded areas. The area from Virar to Vasai via Nalasopara is declared as green zone, and as of present is green enough to justify the name. In this area, such plantations as Banana, Coconut, Arecanut gardens, Mango trees and Banyan trees can be seen along the road sides. Residential houses with surrounding ornamental gardens also contribute to this greenness.

Impacts:

Loss of green zone land to the road is an unavoidable and irreversible impact. Widening of the road from Boling (near Virar) to Bangli (near Vasai) would adversely effect the green zone due to vehicular pollution and high noise levels. The impact of vehicular noise will be particularly felt on Nirmal lake wetland as the proposed road runs along one side of the lake.

Loss of bushes and trees from the moist deciduous forest near Sativali will be irrevocable. However, this impact will be marginal as it will not result in the" loss of the species diversity. Species such as teak, arjun and kuda are present in abundance in the forest through which the road passes. Loss of Australian Acacia and Eucalyptus planted along road side is easily reversible.

The passage of road along vegetable gardens and paddy fields (which are 0 to 3 year old fallow) and salt pans (active as well as abandoned) is not likely to cause any significant effect on biota. The road stretch from Vasai to Bhivandi is not expected to affect the local ecosystem in a harmful way.

Mitigation:

If possible, another alignment of the road for the stretch passing through the green zone may be explored. Mitigation measures for the road sections from Manikpur to Sativali and from Chinchoti to Bhivandi should be aimed at the restoration of road side tree plantation. Agricultural productive areas along the road may be screened off from vehicular pollution with bush and tree plantations. 4.5.5.6 Belapur - Panvel Railway

Location:

The railway line is already functional up to Khandeshwar, and construction work is in progress for extending it to Panvel. This line runs perpendicular to Panvel Bypass road. Since, Panvel Bypass has been constructed to carry high speed traffic. ROB will have to be'constructed for crossing the railway.

Existing land use and Ecological status:

The railway line passes through agricultural and green areas. Paddy fields are seen at places. Some stretches also pass through marshy areas, which are almost dried up due to new constructions. These lands are hardly productive. A few salt tolerant species and ruderal are found in the area.

Impacts:

The development of railway line is not likely to cause any adverse effects on the environment as it passes through already dried up and low productivity marshy area. On the contrary, the railway line will provide essential communication link for the people of Panvel.

Mitigation:

Aesthetics along the rail route should be improved by planting trees. Slopes along track-sides should be stabilised and planted with grass to reduce erosion. Bushy plants and trees along Jower parts of the slope would help improve aesthetics. These greenbelts created along the road are also expected to suppress vehicular pollution for the benefit of near by residents.

4.5.5.7 Diva Junction - Vasai Road Railway

Location:

The project involves doubling the existing Diva - Vasai single railway line.

Existing land use and Ecological status:

The existing line passes through coastal wetlands occupied by mangroves, agricultural area. degraded forest land, good forest area followed again by agricultural land and coastal areas with sa:. pans.

Coastal wetlands near Diva are spanned by many branches of Ulhas river tributaries, and the zone is occupied by mangrove vegetation. The plant community is made up ofAvicennia marina, Sonneration apetala, Rhizophora mucronata, Excoecaria agallocha, Den-is scandens, Ceriops tagal, Salvadora persica, Suaeda fruiticosa and Sesuvium portulacastrum. The mangrove vegetation is dense with top canopy closed at many places and reaching a height of 5 to 6 meters. Acanthus ilicifolius and Cyperus sp. formnsecond storey up to a height of 1 to 2 meters. These represent degraded part of the mangrove ecosystem. Animal life, especially molluscans on stilt roots and between props (stem branches) are also present in the ecosystem.

Agricultural areas are highly degraded lands. These lands are used for rainfed paddy cultivation resulting in poor yields. There is no rabi cultivation. Many fields are used for brick making during dry season. A few trees of mango and tamarind are seen in these fields.

Degraded forests represent low statured forest of chopped trees (teak, Mallotus, Terminalia etc.) and bushes (Holarrhena, Wrightea, Calycopteris, Pogostemon, etc.) on hill slopes. Land is generally eroded and open. The road passes through one of the well preserved patches of forest in its middle stretch. It is a tropical mixed moist deciduous forest. Dominant species are teak, Terminalia and Mallotus. Teak or Tectona grandis, Terminalia tomentosa, Mango or Mangifera indica, Shendri or Mallotus philippensis, Janum or Sygyium Cumini are the main species forming the top, storey of the forest reaching a height of 20 meters. Sterculia urens, Salmalia malabarica, Butea monosperma, Bridelia retusa are companion species. The second storey of the forest is replete with bushes and small trees of Holarrhena antidysenterica or Kuda, Wrighter finctoria or Bhura Kuda, Trewia polycarpa or Petari, Macaranga peltata or Chandada and Carrissa conjesta or Karvand. Among climbers, Tinospora cordifolia or Gulvel, Hemidesmns indicus or Anantamool, Dioscorea pentaphylla, Smilax zeylanica, Mucuna pruriens or Khajkuyali are worth mentioning. Herbaceous vegetation generally exists during monsoon. Shrubs like Holarrhena, Woodfordia, Wrightea and climbers like Tinospora, Hemidesmus, Gloriosa and Dioscorea are of medicinal importance. The last two are particularly found in abundance during rains.

Slopes on either side of the elevated track are covered by ruderal vegetation grasses and monsoon annuals such as Hyptis suaveolens. Malachra capitata.

Mtemanthera sessrtis. Xanthium stnimarium. Celosia amentea and others. Invasion of these slopes by forest species from the neighbourhood is visible in forest areas.

Impacts:

Construction of an additional railway track along the existing one would create adverse impacts on coastal mangroves and well preserved forests. Effects will be significant for ecologically sensitive habitats of mangroves. The stretches of the track through hills will adversely affect some medicinal plants such as Holarrhena, Woodfordia and Hemidesmus. These impacts will be confined to the track zone, where ground cutting, tree felling and land filling are unavoidable. However, this impact could be contained by careful preparation of the ground for laying new track. The impacts would be insignificant on already degraded areas.

Mitigation:

Minimum possible disturbance to valuable ecosystems (mangroves and forest) during the construction phase of the project will lirmitthe potential for damage to some extent. Slopes on the track shoulders should be made gentle and stabilized by planting local wild plant species especially at the base of the slopes. Cutting of hills for laying track should be done in a manner that hill faces have gentle slopes. These slopes should be planted with native wild species, particularly climbers.

The ecological impacts described above are quantitatively expressed in Table 4.5.4. Weights used for different ecologically sensitive areas are in accordance with the ratios provided in section 3.

4.5.6 Social Impacts (Limited to Displacement of People)

Rest of MMR is mainly characterized by agricultural lands, marshes, creeks, wetlands, forests and hills. The sub region shows ribbon development along road and rail alignments. As mentioned earlier, various urban centres in the sub region include New Mumbai, Thane, Kalyan, Bhiwandi, Dombivali, Ulhasnagar and Panvel. Slums are found within urban limits and peripheries.

Benefits

Both rail and road projects proposed under the transport alternatives are expected to strengthen spatial urban structure of the sub region as envisaged in the Regional Plan. The proposed road / rail projects such as NH8 Connector, Diva jcn to Vasai rail and Nalasopara to Bhiwandi road will link the eastern and western areas of the sub region, and thus provide an essential communication link between these two areas. Other road and rail projects i.e. Belapur-Panvel line, Vashi-Turbhe-Kalwa service and Panvel Bypass are expected to induce further growth in Navi Mumbai in accordance with the regional plan.

Better transportation infrastructure and prospects of development may increase land prices in 'the sub region. As long as increase in land prices is riot of speculative nature, higher land prices reflect a positive impact.

Adverse effects

Induced development will reduce open space to some extent, and may also affect ecologically sensitive areas of the region.

Open spaces along road / rail alignments may attract slum development.

The development prospects of the region may lead to speculative land purchases, and thereby, deprive genuine development of this resource.

For at least one project (Thane - Ghodbunder road), hoL.holds may have to be displaced and resettled. The number of households estimate-dto be displaced is 275.

Mitigation

Land and real estate prices should be monitored and suitable administrative measures be taken for arresting speculative purchases.

Other infrastructure such as schools, hospitals, water supply, and adequate sanitation facilities should also be developed in areas where development is desirable, and is likely to take place. Table 4.5.4

List of Projects and their Impact on Ecological System In Western Suburbs

Sr. Project Name Ecological Width In Wtg Length Do Public Public Road No Component/Importance meters (kin) Min Transport Transport Investment +DenmMgLt 1. Kalyan-Bhiwandi * Agricultural Land 10 1 3.1 Nil Nil Nil 0.031

2. Kalyan-shil * Agricultural Land 10 1 3.4 Nil Nil Nil 0.034

3. Mahape-shil * Agricultural Land 10 1 2.6 Nil Nil Nil 0.026

4. Thane Ghodbunder Road Dense forest 11 3 2.8 Nil Nil Nil 8.4

Degraded forest 11 2 2.0 Nil Nil Nil 0.044

Mangroves 11 2 0.8 Nil Nil Nil 0.0176

* Agricultural Land 11 1 3.5 Nil Nil Nil 0.0385

* Pantation 11 1 0.06 Nil Nil Nil 0.06

Waterbodies 11 2 1.00 Nil Nil Nil 0.022

5. Nalasopara to Bhiuwandi Dense forest 10 2 2.00 Nil Nil Nil 0.08

* Agricultural Land 10 4 15.0 Nil Nil Nil 0.15

6. Panvel By pass Degraded forest 10 1 1.5 Nil Nil Nil 0.015

Degraded Mangroves 10 1 2.5 Nil Nil Nil 0.025

* Agricultural Land 10 I 1.0 Nil Nil Nil 0.01

7. Belapur-Panvel line Degraded forest 10 I 1.0 0.01 0.01 0.01 0.01 Degraded Mangroves 10 1 3.8 0.038 0.038 0.038 0.038

*Agricultural Land 10 I 1.0 0 01 I 1 0.01

8. Diva-Vasai Jn Dense forest 10 2 4.0 0 8 8 0

Mangroves 10 2 1.5 0 0.03 3 0

Degraded Mangroves 10 1 0.8 0 0.00 0

*Agricultural (Fallow) Land 10 1 6 0 0.06 0.0 0

9. Belapur-Uran *Agricultural Land (Fallow) 10 1 19 0.19 0.19 0.19 0.19

Degraded forest 10 1 2 0.02 0.02 0.02 0.02

10. Quadrupling of Degraded Mangroves 15 0 0 0 0 0 0 Mankhurd-Kulra j Total Natural Ecosystem Man-made 0.068 0.186 0.186 0.364 Ecosystem 0.2 0.26 0.26 0.42 Provisions should be made for not allowing undesirable development, particularly if the development is likely to threaten valuable ecological resources.

The road and rail project contracts should be tied up with tree plantation and development of greenberts.

4.5.7 Impacts on Transportation

Both rail and road projects proposed Under various alternatives are aimed at improving transportation service to commuters.

Three indices were used to reflect the quality of transportation service for the transport options considered for analysis. These indices are: Traffic Efficiency Index (TEI), Road Traffic Congestion Index (TCI), and Railway Crowding Index (RCI). Table 4.5.5 present the values of these indices for the Rest of MMR under the transportation option for 2011.

Table 4.5.5: Transport Service Level Indices for Various Options in Rest of MMR

Service level Indicators Year 1996 BaseYear Year 2011 Do Public Public Road Min Transport Transport + Investment ______D en . M gt. Traffic Efficiency Index 0.53 0.61 0.59 0.59 0.56 (TEl)

Traffic Congestion Index 3.44 14.54 13.83 12.86 12.45 (TCI)

Railway Crowding Index 1.042 1.442 0.552 0.552 1.442

(R C I) I ______

Table 4.5.6 presents the summary of all the results for the Rest of MMR.

The objective of this section was to present the results of the environmental analysis for the identified transportation options. The next section aims at interpreting these results in an attempt to select one of these options to be adopted as the transportations trategy for MMR.

4.6 ENTIRE MMR

The summary of environmental impacts in entire MMR is presented in Table No. 4.6.1. These results are obtained by considering all the road links of entire MMR area including Island City, Western and Eastern Suburbs and Rest of MMR. The methodology followed for calculating the indicator/indices values is the same as that of the methodologies followed for other regions.

From the Table 4.6.1, it is clearly evident that the Public Transport + Demand Management Option is the best option for implementation. Table 4.5.6 Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs

SR ENVIRONEMNTALIMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATORI1NDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) _ +DEM.MGT. 1 CO Quality Index 0.989 0.994 0.995 0.995 0.995

2 S02 Quality Index 0.989 C -. 4 0.985 0.986 0.984

3 NOx Quality Index 0.859 0.926 0.933 0.936 0.930

4 Pb Quality Index 0.6 1.0 1 1.0 1.0

5 PM-10 Quality Index 0.413 0.330 0.347 0.316 0.232

6 Traffic Noise Index (Day)-TNI 30.41 49.02 49.02 50.14 43.98 (day)

7 Traffic Noise Index (Day)-TNI 60.29 83.39 83.05 73.74 80.24 (Night)

8 Ecological Impact Indicator 0 0.068 0.186 0.186 0.364 (Natural System) - El 1

9 Ecological Impact Indicator 0 0.2 0.26 0.26 0.49 (Man-made System) - El 2

10 R & R Impacts (Number of 0 0 0 0 275 house holds displaced)

SERVICE LEVEL INDICATORS/INDICES 11 Traffic Efficiency Index 0.308 0.391 0.413 0.41 0.44

12 Traffic Efficic.acy Index 18.54 14.54 13.83 12.86 12.45

13 Railway Crowding Index 1.442 1.442 0.552 0.552 1.442

Note: (i) For Indicators/Indices at - Sr.No. I to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(v) The mnostfavourable index values are shown shaded in the above table.

Public Transport + Demand Manager is the best option in Rest of MMR. Table 4.6.1 Summary of Environmental Impacts for the Year 1996 and 2011 in Eastern Suburbs

SR ENVIRONEMNTALIMPACT BASE DO PUBLIC PUBLIC ROAD NO. INCICATORIINDEX YR. MIN TRANSPORT TRANSPORT INVESTMENT (1996) +DEM.MGT. I CO Quality Index 0.784 0.975 0.976 0.976 0.930

2 S02 Quality Index 0.957 0.969 0.967 0.977 0.954

3 NOx Quality Index 0.723 0.921 0.921 0.931 0.882

4 Pb Quality Index 0.528 1.0 1.0 1.0 1.0

5 PM-10 Quality Index 0.085 0.038 0.039 0.045 0.025

6 Traffic Noise Index (Day)- 42.355 58.196 58.196 58.985 55.199 TNI (day)

7 Traffic Noise Index (Day)- 71.573 87.739 88.591 83.046 85.927 TNI (Night)

8 Ecological Impact Indicator 0 0.073 0.986 0.986 0.731 (Natural System) - El I

9 Ecological Impact Indicator 0 0.2 0.56 0.56 0.493 (Man-made System) - El 2

10 R & R Impacts (Number of 0 1164 6641 6641 9483 house holds displaced)

_SERVICE LEVEL INDICATORS/INDICES 1I Traffic Efficiency Index 0.395 0.4792 0.4895 0.4955 0.5147

12 Traffic Efficiency Index 18.53 14.55 13.77 12.57 11.49

13 Railway Crowding Index 1.9105 1.9105 1.1415 1.1415 1.9105

Note: (i) For Indicators/Indices at - Sr.No. I to 5, and 11 higher values indicate better option, Whereas for Sr.No.6 to 10,12 and 13 lower values indicate better option.

(vi) The most favourable index values are shown shaded in the above table.

- Public Transport + Demand Manager is the best option in Rest of MMR. MumbaiUrban Transport Project EnvironmentalAssessment

APPENDIX4.3 ENVIRONMENTALASSESSMENT JF FLYOVERS

1.1 INTRODUCTION

The MaharashtraState Road DevelopmentCorporation (MSRDC) along with Public Works Department(PWD) has undertakenthe construction of flyovers on all major arteries and Highwayswith a view to eliminatethe traffic congestionand delays at the busy intersections.Fifty locations have been selected for flyovers. The environmental assessmentof flyoverswas taken up with the objectivesof: * Reviewingthe currentenvironmental status of the e-ea alongthe flyoveralignments includingidentifying sensitive receptors, * Assessingdirect, indirect,immediate and long-termenvironmental impacts of flyover scheme, * Screeningof flyoversto identifythose whichwould improveait quality, * Undertakingeconomic evaluation of environmentalimpacts, and * Preparingcomprehensive environmental management plan.

The study focussedon the followingsix flyoversin Islandcity: * Dadar-Khodadadcircle * S.V, Road - Barfiwalajunction * Haji Ali - WilsonCollege * JJ Hospital-CrawfordMarket * SenapatiBapat (SB) Marg- Fergussoncollege Road * SB Marg- Elphinstone

1.2 ENVIRONMENTALSTATUS

Environmentalstatus for the above flyover locations was assessed with respect to ambientair quality,noise, water, land, biologicaland social components.

The concentrationsof SulphurDioxide (S02), NitrogenOxides (Nox), Carbon Monoxide (CO), Respirable Particulate Matter (RPM), Total Particulate Matter (TPM) and Hydrocarbons(HC) were monitoredat alt the locations. S02 and Nox concentrations were found in compliancewith the standardsat all locations.TPM and RPM exceeded standards at all the locations. He highest levels of TPM and ' Traffic, Economicand Environment Impact Assesiment of Flyovers in Mumbai - Task 3 Report, Tata ConsultancyServices, 1994

66 MumbaiUrban Transport Project EnvironmentalAssessment

No land acquisition is required for the construction of flyovers. However, at Haji Ali - Wilson College and JJ Hospital-Bhendi Bazar-Crawford Market location, roads are narrow and area is densely populated. Barricades at construction sites would cause visual obstruction.

Shifting and rearranging service lines below the road would affect the residents during shifting period.

Vibrations during piling and other construction activities may affect 15 heritage structures / precincts. The most susceptible is Gamdevi Precinct along Pandita Rambai Marg.

1.3 OPERATION PHASE IMPACTS

Flyovers will eliminate delay for through pass vehicles at intersections resulting in change in speed, fuel efficiency and emissions. It was found that CO, Nox and HC emissions would decrease only for one flyover (Dadar Khodadad Circle).

Due to splitting of traffic into two grades, emissions at higher elevations in open areas would lead to better diffusion. However, at locations where flyovers are close to buildings, residents will be exposed to higher pollutant levels. This is particularly true for the sections of proposed flyovers at Pandita Rambai Road, Tardeo Road and Mohammed Ali Road.

Predicted concentrations of RPM are much lower than expected, which may be due to the exclusion of other RPM sources - wave breaking and area sources, etc.

Flyovers would increase traffic noise due to echo and reverberations. Peak hour road side noise at ground level was estimated to lie between 73 to 81 dB(A) for 1999 and 74.8 to 82.6 dB(A) for 2011.

1.4 ENVIRONMENT MANAGEMENT PLAN 1.4.1 Construction Phase

* Movement of materials and workers to be restricted to non-peak hours

* DG sets and construction equipment, which generates air pollution and noise, not to be located near vulnerable receptors.

RPM were observed at Dadar- Khodadad Circle. One hour Co concentrations were found in compliance with the standards at all the locations, however, 8-hour CO

67 MumbaiUrban Transport Project EnvironmentalAssessment

concentration exceeded the standard at all the locations. Both CO and HC concentrationspeaked around evenings.

High pollutant levels observedat Dadar - KhodadadCircle could be due to ongoing constructionactivities of flyoversat time when air qualitywas monitored.

Noise levels exceededthe standardsat. all the locations.Noise levels monitoredat the six locationsare shownin Table 4.2.1.

Land use nearflyovers is residential?nd commercial.There are no terrestrialor aquatic ecosystemsnear these locations.

The above six flyoversare in the denselypopulated areas, having populationdensity of 37033persons / Km2,indicating high pressureon infrastructure.The heritagestructures near flyover alignmentsare given in Table 4.2.2 and other sensitivereceptors are given in Table 4.2.3.

1.4.2 ConstructionPhase Impacts

Part of the carriageway usedfor constructionactivities would reduce the road capacity and result in traffic congestion.The traffic congestionwould give rise to highervehicular emissionsof CO, NOx, HC, and RPM.

The constructionequipment would generate noise In the rangeof 108 to 132dB(A). The noise impacts would be significantduring night time, particularly,for nearby sensitive receptors.

The storm water runoff carrying loose soil from the constructionsite would not be significantexcept for monsoonseason. The labour force is not expected to reside at the flyover locations, and hence, environmentalimpacts associated with labourcamps are not expected.

No direct change In land use is expected,as the flyoverswould be constructedon the existing road alignments and the excavated material (if any) could be reused for constructionpurposes.

Sometrees alongflyover alignments need to be cut. The impact-islikely to be significant for Haji Ali - Wilson Collegestretch and JJ Hospital- CrawfordMarket stretch.

Areas with loose and exposedsoil to be sprayed with water to avoid fugitive dust emissions

68 MumbaiUrban Transport Project EnvironmentalAssessment

* Trucks carrying material to the constructionsite to be covered with tarpaulin tp preventfugitive emissions

* Limitingconstruction noise to 90 dB(A)for eight hour work shift

* Use of hydraulicpiling machinesto reduce noise levels near sensitive receptors, such as, nursinghomes.

* Workersto be providedwith temporaryhousing with adequatecivic facilities.

1.4.3 OperatingPhase

* Strict emissionnorms for all types of vehicles . Restricting growth of private vehicles in Island city through demand management * Providingefficient mass transportation facilities Encouragemore CNG basedvehicles * Useenvironmental friendly alternative fuels * Encourageroad sideplantation * Educatingvehicle drivers * Plantationof creeperson bothsides of flyovers * Periodicmonitoring of noise levelsof vehiclesto assessthe compliancewith Ministry of Environmentand Forest(MoEF) prescribed standards

69 MumbaiUrban Transport Project EnvironmentalAssessment

Table 4.2.1 Monitored noise levels in commercial and residential areas

Noise Levels in dB(A)-Leg Location Day Night Observed Standard Observed Standard Commercial Areas Dadar Khodadad Circle 69.5 65 63.3 55 JJ Hospital-Bhendi Bazar-Crowford 70.5 65 59.3 55 Market _ Hutatma Chowk 70.0 65 62.2 55 Siddhivinayak Temple 67.2 65 62.5 55 Byculla Bridge 71.0 65 59.5 55 Residential Areas SB Road-NM Joshi Marg 65.8 55 58.2 45 Haji Ali-Chowpatti 69.0 55 62.5 45 Barfiwala Junction 69.8 | 55 60.6 45

Table 4.2.2 Heritage structures near flyover locations

| Proposed Flyover Heritage Structure / Precinct Haji Ali Complex Mahalaxmi Precinct Dhakleshwar Tennple Ma Hajjani's Dargah Complex Haji Ali-Wilson College Old Milestone 2 Adenwalla Mansion (Suresh Bhavan) Wilson College Mackinnon Hostel Anand Kannan (Villa with Temple & Wadi) Gamdevi Police Station Suhag Palace JJ Hospital Complex Old Parsi Ward FD Petit Building CircleGrant Medical College Building JJ Hospital - Crawford Market Crawford Market Market Building Fountains in the market Minara Masjid Fakhruddin Building Dadar Khodadad Khodadad Circle with buildings

70 MumbaiUrban TransportProject EnvironmentalAssessment

Table 4.2.3 SensitiveReceptors near the ProposedFlyovers ProposedFlyover HeritageStructure / Precinct

Dadar KhodadadCircle MistryMaternity and NursingHome

ShettyNursing Home Haji Ali-WilsonCollege VistriaMemorial School for Blind BhatiaSchool BhartiyaVidya Bhavan AjinkyaHospital Wilson College

EEE SassoonHigh School Hume High Schooland Junior College JJ Hospital Haji KareemHohammad Suleman Maternity Home JJ Hospital- CrawfordMarket Ismail Beg MohammadHigh School Noor Hospital Seth HussonAli Abdul Ali Baseeruddin DholkawalaMaternity Home MumbaiGirls High School SV Road-BarfiwalaJunction SangeetaMaternity and GynaecologyHospital

71 Mumbai Urban Transport Project Consolidated EnvironmentalAssessment

APPENDIX 4.4 SECTORALENVIRONMENTAL IMPACTS OF FLYOVERS

1.1 GENERAL

Recently 50 flyovers have been planned in MMR, out of which 30 have been already constructed. Table 1 gives a list of all the flyovers.

The flyovers are expected to impact air quality and noise due to possible redistributionof traffic on various road links, shift of passenger trips from public transportationto private vehicles, and induced traffic due to facilitation of traffic flow by flyovers. Though, there would be inconvenience to public during construction stage, the flyovers would not disturb any fresh ecologically sensitive areas or cause major displacement of people. There may be need to cut few trees and temporarily displace few people, which constitute minor impacts. However, there could be social impacts.due.tovisuahntrusion, higher- air pollution and noise exposure to people living in multi-storey.buildingsclose to flyovers, Therefore, environmental impacts of flyovers are considered with respect to air quality, noise anclsocial aspects.

1.2 AIR QUALITYAND NOISE IMPACTS

The flyovers may cause change in air quality and noise impacts at sectoral level due to the following reasons.

(A) Redistribution of traffic on the road links: Due to perceived or actual increase in capacity due to flyovers, the flyover corridors may attract traffic from nearby road links, thereby giving rise to change in air and noise quality in these areas.

(B) Shift in passengertrips from public transportationto private vehicles: Again, due to perceived or actual increase in road capacity, people using public transport may start travelling by private cars and taxis. Hence, there could be increase in number of vehicles on roads resulting in increase of both air and noise pollution. .

(Conduced Traffic: Flyover corridors, by facilitating the flow of traffic, may give rise to induced traffic, which in turn would result in more noise and vehicular emissions

The air quality and noise impacts of flyovers are analyzed with respect to the above factors in the following paragraphs.

72 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment

(A) Impactsdue to redistributionof traffic:

Flyover may result in change of air quality impacts due to redistribution of traffic, as air quality impacts are related to traffic volume and traffic composition. A flyover corridor would result in redistribution of traffic, if the corridor is competing with other nearby road links for traffic. The competing road links would generally be those links, which run parallel to a flyover corridor, as the destinationof some of the commuters on these links will be in the direction of the flow of traffic on the flyover, corridor. The redistribution of traffic will actually depend on the relative traffic congestion level on various competing road links.

Initially, flyovers may also attract traffic due to perceived increase in capacity of a "flyover corridor. However, ultimately traffic will adjust itself according to the real capacity of road links.

Table 4.5.1 List of Flyovers

Sr.No Flyovers Status Western Express Highway 1. Worli Bandra done 2. Kherwadi deferred 3. Kalina Vakola executed 4. Santacruz-Airport proposed 5. Janata Colony NA 6. Jogeshwari-VikholiLink Road executed 7. Aarey Goregaon executed 8. Goregaon MulundLink Road executed 9. Rani Sati Marg executed 10. Shantaram Ralao NA 11. Akurli Road NA 12. Dattapada Road executed 13. National Park executed 14. Shiv Vallabh Road executed 15. Sahar Glyover Half built Eastern ExpressHighway 16. Sion executed 17. R.C.F. Junction executed

Sr.No Flyovers Status 18. C.S.T NA 19. Chheda Nagar NA 20. Andheri Ghatkopar Link Road to be started 21. Vikholi Junction under construction

73 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment

22. Goregaon Mulund Link Road executed 23. Nitin Casting executed 24. Cadbury executed 25. Golden Dyes executed 26. Kapur Bawadi executed Sion Panvel Highway 27. B.A.R.C. executed 28. Chembur MankhurcdLink Road executed 29. Vashi executed 30. Nerul Bhavan executed 31. Uran Road executed 32. Konkan Bhavan executed 33. Kharghar NA 34. Taloje NA 35. Kamothe NA Mumbai City Roads 36. Haji Ali 37. JJ Hospital Bhendi Bazar under construction 38. Crawford Market under construction 39. SB Marg: N.M.Joshi under construction 40. SB Marg Ephinstorn under construction 41. SB Marg: Ferguson under construction 42. SB Marg Connect toWEH Not yet commenced 43. Adi ShankaracharyaMarg LBS under construction 44. Worli Naka Not yet started 45. Siddhi Vinayak deferred 46. BarfiwalaJunction NA 47. Adi ShankaracharyaMarg: JVLR under construction 48. Dadar KhodadadCircule Completed 49. Juhu Airport Subway Not yet Planned

Appendix 4.3 presents qualitative analysis of flyovers with respect to their potential for the redistribution of traffic and resulting environmental impacts. The highlights of the analysis are providedas follows:

The flyovers may marginally increase the vehicle carrying capacity of the highways by facilitating smooth traffic flow. As a result, environmental quality on the stretches, which are not competing for traffic with nearby road links, would improve. However, there would be no environmental benefits from flyovers for the stretches competing for traffic with neighboring road links, as traffic redistribution would take place according to relative congestion levels. Further, with the growth of population and traffic, this marginal benefit of increased carrying capacity due to flyovers may

74 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment

dissipate over time. Most of the flyovers do not increase physical carrying capacity of the roads, as these merely lift the central lanes to a higher level.

* The flyovers do allow smooth traffic flow on only one of the intersection links. Therefore, there would be local environmentalbenefits as the vehicle idling time and resulting pollution at the intersectionwould reduce. However, if the flyover reduces ground grade capacity of the road for turning traffic, there could be long vehicle queues resulting in even greater pollution at local level.

. A number of flyovers, particularly on Western Express Highway, are constructed on minor cross-link roads. At local level, such flyovers would result in marginal environmental benefits. However, these small environmentalbenefits may not justify the cost of flyovers. Some of these flyovers are at the distance of less than 1.5 Kilometres.

Thei flyovers located in high population and high road density areas, such as Island City, may result in redistribution of traffic. However, due to high road density, the overall traffic related environmental impacts in the area would remain the same.

* The redistribution of traffic and hence the associated change in air and noise quality impacts would take place on some stretches of WEH and EEH due to proximity of the competing traffic roads -the SV Road and the LBS Marg, respectively.

* In the congested areas of Island City and Suburbs,the proximityof flyovers to residential flats at higher storeys would expose the residents to higher levels of vehicularpollution and noise,, besides disturbing their privacy..

. The flyovers being mainly concentrated on two north-south aligned highways,would encourage more traffic flow into and out of Island City.

(B) Impacts due to shift from public to private transport

The TCS flyover study (1999) indicates that there would be shift of passenger trips from public transportation to private vehicles due to flyovers in Greater Bombay. The shift during peak hours is estimated to be about 3.2% in 1999 and 1.3 % in 2011. The shift would obviously increase cars and taxis on Mumbai roads. However, the number of buses or trains are not likely to get reduced due to this shift of passenger trips. At the most crowding in buses and trains might reduce insignificantly.Therefore, the overall number of vehicles on

75 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

the roads would increase, resulting in increase in air and noise pollution levels. However, 3.2 % shift of passenger trips in 1999 would marginally increase pollution levels. In 201 1, increase in pollution levels due to shift of passenger trips (1.3%) would be even smaller.

The detailed flyover study also indicates that the flyovers would give rise to induced traffic, and hence increase in environmental impacts. Flyovers, by facilitating vehicular flow, might encourage more people to travel, who hitherto avoided travelling because of traffic congestion. In other words, induced traffic would reflect hidden travel demand. This demand needs to be addressed rather than suppressed, otherwise the purpose of transportation service would be lost.

The above discussion was based on the qualitative analysis of impacts due to flyovers. Though from the qualitative discussion, it appears that the air quality and noise impacts due to flyovers would be marginal, it is desirable to substantiate this claim quantitatively. Since, it was obvious from the qualitative analysis that the change in impacts would be realized near flyover corridors and the competing road links only, the four corridors considered for analysis were: Western Express Highway (WEH), Swami Vivekananda Road (SV Road), Eastern Express Highway (EEH) and Lal Bahadur Shastri Marg (LBS). No estimate has been made for change in environmental quality in Island City due to flyovers, as the vehicular in-flow to city, and hence resulting environmental impacts, could be controlled by demand management measures. The changes in air and noise quality due to flyovers on the above four corridors were estimated by using the following procedures.

i. Air Quality

The most simple representation of an air quality model, which was used to estimate incremental ambient pollutant concentration (c) due pollutant emissions (0) is as follows: C=K.Q

Where K is a constant depending upon dispersion characteristics of the site.

Using this expression, the change in air quality impacts due to flyovers was obtained by

Change in air quality impacts = (Q2-01)/Ql

Where Q) and 0; represented emissions without and with flyovers.

76 Mumbai Urban TransportProject Consolidated EnvironmentalAssessment

Further, since emissions depend on vehicle type. Q0 and 02 were estimated using the following expressions.

Q, = (-n,.el). Vehicular density without flyover

02 = (-n,, el). Vehicular density with flyover

Where ni represents fraction of vehicle type i. and e, emission factor for thal vehicle type For estimating Q2, shift from public to private vehicles was accounted by increasingfraction of cars and taxis by 3.2 % for 1999. Vehicular density on roads was estimated using speed data from the TCS study, and speed curves from WS Atkins study. The change in air quality impacts due to flyovers was estimated with respect to CO, NOx and 50, for four corridors WEH. SV Road, EEH and LBS Marg for 1999 (Table 2). Except for Kurla-Sion Stretch of EEH, change in pollutant concentration levels ranged from .1 to 10 percent, which may not be considered as significant. However, the Kurla-Sion Stretch of EEH showed an increase by about 85 percent in pollutant concentrationsdue to flyovers.

Table 4.5.2 Estimated percent changes in air quality impacts

Road Link PCU/Km PC U/Km % change % change % change

NFL WFL CO SO2 NO, Dahisar-Jogeshwari 868 805 -6 -6 -7

(W E H)______Jogeshwari-Bandra 616 627 +10 +10 +8

(W EH) ______SV Road 869 847 -1 -1 -2 Thane-Vikhroli (EEH) 977 1757 NC NC NC Vikhorli-Sion (EEH) 688 654 +84 +85 +84 LBS Marg 574 561 -3 -2 -2 ii. Noise Quality

The change in noise quality impacts due to flyovers was estimated by using FHWA model represented by the following equation.

Leqi (h) =Loei + 10 Log (Ni/Si . T)+10 log (15/d) 1+a + 8s -13

where,

77 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

Si = average speed of the i" vehicle class in km/h in the particular road section T = duration for which Leq is desired and must correspond to time for which NI is measured. d = perpendiculardistance in m from the centerline of the t raffic lanes to the location of the observer. a factor representingthe adsorption characteristicsof the ground cover betweenthe roadway and the observer. 6s = Shieldingfactor providedby noise barriers.

Assuming there was no absorption (a = 0) and using reference sound level for 20 kms /hr speed, the above equation was simplified to estimate Leq for heavy and light vehicles.

Leq (h) = 67.62 + 10 log [Ni/St.T]

Leq (1) = 47.6 + 10 log (Ni/Si.T]

Using PCU flows and speeds for heavy and light traffic for flyover and without flyover cases, change in noise levels due to flyovers was estimated to be in the range of 1dB(A) to 3 db(A). Except for one road link (Vikhroli - Sion), quantitative analysis has shown marginal change in air quality due to flyovers. Even if noise level by 3 dBA with flyovers could be of concern, particularly if the traffic noise levels are already high. Further, there are a number of impacts brought forth by qualitative analysis for which mitigation measures must be identified. These mitigation measures are discussed in the subsequent sections. iii. Social Impacts

* Flyover, would be too close to some residential flats in densely populated areas. The people living in these areas would experience visual intrusions and highernoise and pollution levels. • TCS study has identified many heritage structures and sensitive receptor near the flyovers in Island city. These structures and receptors are listed in Appendix 5.1. Pile driving operations during construction stage may cause damage to heritage structure. * The property prices will come down near flyovers. * There is one settlement along SB Marg - MM Joshi Marg alignment which would be disturbedduring construction.

1.3 MITIGATIONOF AIR QUALITYIMPACTS AND NOISE LEVEL

78 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

* Traffic congestion due to turning traffic at flyover intersections and resulting high pollution levels could be mitigated by widening of ground grade lanes, and thereby, reducingcongestion and pollution levels at these intersections.

* To overcome the negative effect of traffic bottlenecks on traffic flow the width of flyover corridors (particularly Highways)should be made uniform.

* Perceived or actual increasing traffic carrying capacity of flyover corridors would attract traffic from the neighbouring competing roads, and thereby, give rise to traffic congestionand higher levels of pollution. It may be noted here that the redistributionof traffic would depend on the relative congestion level of the competing road links. Flyover corridors would attract traffic, only if the competing road links do not have sufficient capacity to carry traffic. In fact, this would indicate that there is need for creating new transportation links to meet the travel demand.

* In Greater Bombay, flyovers are mainly concentrated on WEH and EEH in suburbs. Both the highways run almost parallel to Western and Central railway lines. Therefore, by increasingthe passenger carrying capacities of both these railways, the congestion and pollution levels on the highways could be reduced

* The flyovers are also planned to be on East-West links connecting two highways The traffic congestion on these links need not to be linked to flyovers, but may be due to the fact there are only few such links to address the demand for east west moverne'll Traffic.

* Increasing road and rail capacity to accommodatemore traffic and reduce congestionon the flyover corridors.

• Shifting of bus stops to road shouldersto free the left lane.

Traffic management measures:

* Dedicating left lane exclusivelyfor buses.

* Introducing demand managementmeasures to discourage shift from public transport to private vehicles.

* Encouragingcar pooling and telecommuting

Desian level measures:

79 MumbaiUrban Transport Project ConsolidatedEnvironmental Assessment

. Developing guidelines fcir the location of flyovers, which would take environmentalaspects into consideration.

. Developing guidelines for the design of flyovers based on the aim of requirementsof turning and through traffic.

Social:

As already discussed above.

1. Generic mitigation measures identified for the transportation sector as a whole would reduce the environmentalimpacts of the flyovers as well. With the flyovers in MMR, more thrust needs to be placed on encouraging the use of public transport, modifyingtravel demand in the island city by demand management measures and improving traffic circulation in Island City.

2. Though the flyovers are not part of IVIUTP, the investment schemes of MUTP are designed to encourage public transport and increase traffic circulation in congested areas. Thus. MUTP remains the valid transport choice even with flyovers.

3. Mitigation for alleviating environmental impacts of individual transport projects are presented in the next section. The section also discusses the environmentalimpacts of MUTP investment schemes.

80 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

ANNEX 9.1 Photographs of Public Consultation

A*k~~~~~~~.

81 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

82 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

Advertisements published in the Newspapers

MUMBAIURBAN TRANSPORTPROJECT _ PUVUCNOTICE t 50hq7 MUMBAI q6rq Metropolitani §- Region Development Authority has organised a public consultation to discuss Environmental Assessmentof MUTPon December 14, 2000 at 3.00 p.m. at Y.B. Chavan Centre (Convention Hall, I ooolq, 4th floor), NarimanPoint, i : f1l Mumbai. All those ll interested in this subject i117 N1 T t. -* are cordially invited to viutis # 4fr aft participate.' '4 f z1 14 The l . Executive Summary of t the report prepared Ivkmq A on 'Ifli* the Environmental ifelEqW T:17R 7 NWTR Assessment of MUTP is V1fqTwlTIJ www.mmrdpmumbai.orBw available on MMRDA website www.mmrda mumbai.org Sd!- Project Director i MUTP ______DGIPR/2000-200112477618561

83 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

Pamphlets MUMBAI URBAN TRANSPORTPROJECT

PUBLICNOTICE

Mumbai Metropolitan Region Development Authority has organised a public consultation to discuss EnvironmentalAssessment of MUTP on December 13, 20010at 4.00 p.m. at Mankhurd Station Near Office of the Divisional Engineer (Convention Hall ) Mumbai. All those interested in this subject are cor(dially invited to participate. The Executive Summary of the report prepared on the Environmental Assessment of MUTP is available on NIMRDA Website www.mmrdamumbai.org

Project Director MUTP

84 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

MUMBAI URBAN TRANSPORTPROJECT

PUBLIC NOTICE Mumbai Metropolitan Region DevelopmentAuthority has organiseda public consultation to discuss EnvironmentalAssessment of MUTPon December14, 2000 at 3.00 p.m. at Y.B. Chavan Center (Convention Hall, 4 th floor), NarimanPoint, Mumbai. All those interestedin this subject are cordially invited to participate. The Executive Summaryof the report preparedon the EnvironmentalAssessment of MUTP is available on MMRDA Website www.mnrrdarnumbai.org

ProjectDirector MUTP

85 Mumbai Urban TransportProject ConsolidatedEnvironmental Assessment

w 14~1 '114t MTJ cbI4

TF111411X fq)II wllqTq M'MllSqqu

:ks 910 i t Kt9 a,ao

ivW4T fqctn icbi u www.mmrdamumbai VT

86 MumbaiUrban TransportProject ConsolidatedEnvironmental Assessment

MWWq>ulf,J14I4 Vr- *Nfct*llo -vqW1 MTq qjSuqj,"j&

.00 ri tfqT 42STM¢qlq(i 1IM"RE TqrmI" TrA M t* to- ;WrMi a1 OII-

w ¢~~~~~1141t MT

4ful;i nA, v 4M,Al* HA1q,c1uVk f <,<